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• 1. [Article] Providing Capacity in Rural Communities: Planning for Alternative Transportation

  This technology transfer proposal linked service learning with rural multimodal transportation planning through a collaborative partnership between University of Oregon (UO) experiential learning programs ...

  Citation × Citation Citation Abstract Copy Title: Providing Capacity in Rural Communities: Planning for Alternative Transportation Author: Smith, Megan Year: 2011 This technology transfer proposal linked service learning with rural multimodal transportation planning through a collaborative partnership between University of Oregon (UO) experiential learning programs and three rural Oregon communities. As this planning and technical support to rural communities occurred, lessons learned were gathered and will support future servicelearning projects focused on transportation planning. The primary products for this project are the: (1) Completion of multimodal transportation planning projects that increase rural community capacity; and (2) a website with resources for communities, faculty and students. Three further outcomes were: (1) Increased capacity for transportation planning in rural communities; (2) Increased capacity in existing transportation planning professionals working in rural communities; and (3) Increased capacity in young planning professional and graduate students. This project was be led by the Community Service Center (CSC) at the UO and engaged two programs of the CSC. Resource Assistance for Rural Environments (RARE), founded in 1994, is a field based service learning program, affiliated with the UO’s Department of Planning, Public Policy and Management (PPPM). Each year RARE places 20 graduate level participants in rural Oregon communities where they live for 11 months while working for local agencies on planning and community development projects. Community Planning Workshop (CPW) is an experiential learning program also affiliated with PPPM. Established in 1977, CPW is campus-based, with teams of graduate students working on projects for public and non-profit organizations. Product One: Three community projects focused on multi-modal transportation planning were selected as RARE host sites. These projects included: a bike/pedestrian trails planning project with the City of Lebanon and Build Lebanon Trails, a local non-profit; a bike/pedestrian trails planning project with the City of Warrenton and Warrenton Trails Committee; and transportation needs assessment for the Rogue Valley Transportation District. These projects were selected from a pool of applicants based on project feasibility, community support, and host agency support of the CSC’s service learning objectives. In October 2007, three RARE participants were placed in these three communities and worked closely with local community supervisors to complete planning projects that specifically address multimodal transportation planning. The deliverables were multi-modal planning and projects, specifically addressing public, bike/pedestrian and recreation-related transportation, in three rural communities. Product Two: Through the creation of a website with lessons learned and example projects, the knowledge gained in developing the plans and projects is being disseminated. Title: Providing Capacity in Rural Communities: Planning for Alternative Transportation Author: Smith, Megan Year: 2011 This technology transfer proposal linked service learning with rural multimodal transportation planning through a collaborative partnership between University of Oregon (UO) experiential learning programs and three rural Oregon communities. As this planning and technical support to rural communities occurred, lessons learned were gathered and will support future servicelearning projects focused on transportation planning. The primary products for this project are the: (1) Completion of multimodal transportation planning projects that increase rural community capacity; and (2) a website with resources for communities, faculty and students. Three further outcomes were: (1) Increased capacity for transportation planning in rural communities; (2) Increased capacity in existing transportation planning professionals working in rural communities; and (3) Increased capacity in young planning professional and graduate students. This project was be led by the Community Service Center (CSC) at the UO and engaged two programs of the CSC. Resource Assistance for Rural Environments (RARE), founded in 1994, is a field based service learning program, affiliated with the UO’s Department of Planning, Public Policy and Management (PPPM). Each year RARE places 20 graduate level participants in rural Oregon communities where they live for 11 months while working for local agencies on planning and community development projects. Community Planning Workshop (CPW) is an experiential learning program also affiliated with PPPM. Established in 1977, CPW is campus-based, with teams of graduate students working on projects for public and non-profit organizations. Product One: Three community projects focused on multi-modal transportation planning were selected as RARE host sites. These projects included: a bike/pedestrian trails planning project with the City of Lebanon and Build Lebanon Trails, a local non-profit; a bike/pedestrian trails planning project with the City of Warrenton and Warrenton Trails Committee; and transportation needs assessment for the Rogue Valley Transportation District. These projects were selected from a pool of applicants based on project feasibility, community support, and host agency support of the CSC’s service learning objectives. In October 2007, three RARE participants were placed in these three communities and worked closely with local community supervisors to complete planning projects that specifically address multimodal transportation planning. The deliverables were multi-modal planning and projects, specifically addressing public, bike/pedestrian and recreation-related transportation, in three rural communities. Product Two: Through the creation of a website with lessons learned and example projects, the knowledge gained in developing the plans and projects is being disseminated. Close

• 2. [Article] Financing Mechanisms for Capacity Improvements at Interchanges

  This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, ...

  Citation × Citation Citation Abstract Copy Title: Financing Mechanisms for Capacity Improvements at Interchanges Author: Strathman, James G., Simmons, Elizabeth Year: 2010 This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, tax increment financing, value capture financing, local improvement districts, transportation corporations, state infrastructure banks, local option transportation taxes, fair share mitigation, and transportation concurrency. The financing alternatives are assessed in the context of Interchange Area Management Plans, which are required by the Oregon Transportation Commission, as well as in the context of the Oregon Department of Transportation’s responsibilities under the state’s Transportation Planning Rule. Title: Financing Mechanisms for Capacity Improvements at Interchanges Author: Strathman, James G., Simmons, Elizabeth Year: 2010 This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, tax increment financing, value capture financing, local improvement districts, transportation corporations, state infrastructure banks, local option transportation taxes, fair share mitigation, and transportation concurrency. The financing alternatives are assessed in the context of Interchange Area Management Plans, which are required by the Oregon Transportation Commission, as well as in the context of the Oregon Department of Transportation’s responsibilities under the state’s Transportation Planning Rule. Close

• 3. [Article] Federal Transit Administration's Impact on Public Transportation in the United States

  The Federal Transit Administration invests in building the capacity and improving the quality of public transportation throughout the United States of America. Under FTA's leadership, public rail, bus, ...

  Citation × Citation Citation Abstract Copy Title: Federal Transit Administration's Impact on Public Transportation in the United States Author: Changchien, Amy Year: 2014 The Federal Transit Administration invests in building the capacity and improving the quality of public transportation throughout the United States of America. Under FTA's leadership, public rail, bus, trolley, ferry, and other transit services have reached greater levels of safety, reliability, availability, and accessibility. Come hear the highlights of FTA's impacts and participate in an interactive question/answer session and discussion on career options in public transportation. Title: Federal Transit Administration's Impact on Public Transportation in the United States Author: Changchien, Amy Year: 2014 The Federal Transit Administration invests in building the capacity and improving the quality of public transportation throughout the United States of America. Under FTA's leadership, public rail, bus, trolley, ferry, and other transit services have reached greater levels of safety, reliability, availability, and accessibility. Come hear the highlights of FTA's impacts and participate in an interactive question/answer session and discussion on career options in public transportation. Close

• 4. [Article] Development and Sensitivity Testing of Alternative Mobility Metrics

  The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change ...

  Citation × Citation Citation Abstract Copy Title: Development and Sensitivity Testing of Alternative Mobility Metrics Author: Gliebe, John, Strathman, James G. Year: 2012 The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change review responsibilities under the Transportation Planning Rule, as adopted by the state’s Land Conservation and Development Commission. This report examines supplemental transportation performance metrics beyond the volume-to-capacity metric that currently supports OHP mobility policies. Selected supplemental metrics are empirically analyzed using a travel demand model calibrated for a Medford, Oregon study area. Title: Development and Sensitivity Testing of Alternative Mobility Metrics Author: Gliebe, John, Strathman, James G. Year: 2012 The Oregon Highway Plan’s (OHP) mobility policies guide various planning and programming activities of the Oregon Department of Transportation (ODOT). Among these activities are ODOT’s land use change review responsibilities under the Transportation Planning Rule, as adopted by the state’s Land Conservation and Development Commission. This report examines supplemental transportation performance metrics beyond the volume-to-capacity metric that currently supports OHP mobility policies. Selected supplemental metrics are empirically analyzed using a travel demand model calibrated for a Medford, Oregon study area. Close

• 5. [Article] The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning

  Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. ...

  Citation × Citation Citation Abstract Copy Title: The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. Department of Transportation Strategic Plan Background Cities across the U.S. that are struggling with congestion resort to remedies that are increasingly difficult to implement. Adding capacity is a more challenging proposition given limited land availability, greater environmental constraints, and fiscal barriers. Replacing individual trips with transit has seen limited success and can typically only be justified at greater levels of density than many communities currently support. Multiway boulevards offer one possible but little studied alternative to congested arterials in metropolitan areas. These streets, which are common in Europe, have several lanes of faster moving through traffic in the middle separated by medians from parking and access lanes on the sides. With local traffic traveling in the slow moving access lanes, these streets support a wider array of land uses than typical arterials. Ground level retail uses can take advantage of on-street parking in the access lanes. Residential uses are attracted to the park-like quality of the landscaped boulevards. This study will investigate the transportation and land use potential of replacing the ubiquitous arterial with multiway boulevards. Objective. This is an applied research project that will examine the opportunities and constraints to converting an auto-oriented five-and six-lane arterial into a multiway boulevard with transit as a way of reducing congestion, improving pedestrian and automobile safety, and supporting more unified land uses. Hence, the study is well aligned with OTREC's theme of integrating land use and transportation planning as well as U.S. Department of Transportation (USDOT) strategic objectives focused on improving safety, enhancing mobility, and minimizing transportation related environmental impacts. Method and Scope The project will use a case study approach and will focus on the Franklin Corridor in the Eugene-Springfield area. Through a series of public workshops, planning studios, and student research efforts, University of Oregon graduate and undergraduate students in architecture, landscape architecture, and planning, along with local professionals, and members of the general public will work together to analyze existing conditions, develop planning objectives, prepare conceptual diagrams for development of the corridor, examine alternative right-of-way sections, and calculate potential future development capacities in terms of densities and open space. The work effort will be focused on developing a conceptual analysis of existing and proposed conditions rather than on detailed traffic modeling and design. The study area will include Franklin Boulevard from the eastern edge of Glenwood to Eugene's Ferry Street Bridge. The corridor is under intense development pressure. On the west end, Eugene's new Federal Courthouse will be the anchor for a 50-acre redeveloped industrial district. In the middle are proposals for the 80-acre Walnut Station Mixed Use Area. On the east end are redevelopment concepts for a 43-acre portion of Glenwood. In this project, we will look beyond these individual projects and study the potential for the corridor as a whole. Title: The Boulevard Study: From Arterial to Asset -- Examining the Role of the Multi-Way Boulevard in Coordinated Transportation and Land Use Planning Author: Gillem, Mark L. Year: 2010 Cities that were once considered the most-desired places to live or for businesses to locate are now seeking ways to unclog their increasingly congested roadways and regain their quality of life. U.S. Department of Transportation Strategic Plan Background Cities across the U.S. that are struggling with congestion resort to remedies that are increasingly difficult to implement. Adding capacity is a more challenging proposition given limited land availability, greater environmental constraints, and fiscal barriers. Replacing individual trips with transit has seen limited success and can typically only be justified at greater levels of density than many communities currently support. Multiway boulevards offer one possible but little studied alternative to congested arterials in metropolitan areas. These streets, which are common in Europe, have several lanes of faster moving through traffic in the middle separated by medians from parking and access lanes on the sides. With local traffic traveling in the slow moving access lanes, these streets support a wider array of land uses than typical arterials. Ground level retail uses can take advantage of on-street parking in the access lanes. Residential uses are attracted to the park-like quality of the landscaped boulevards. This study will investigate the transportation and land use potential of replacing the ubiquitous arterial with multiway boulevards. Objective. This is an applied research project that will examine the opportunities and constraints to converting an auto-oriented five-and six-lane arterial into a multiway boulevard with transit as a way of reducing congestion, improving pedestrian and automobile safety, and supporting more unified land uses. Hence, the study is well aligned with OTREC's theme of integrating land use and transportation planning as well as U.S. Department of Transportation (USDOT) strategic objectives focused on improving safety, enhancing mobility, and minimizing transportation related environmental impacts. Method and Scope The project will use a case study approach and will focus on the Franklin Corridor in the Eugene-Springfield area. Through a series of public workshops, planning studios, and student research efforts, University of Oregon graduate and undergraduate students in architecture, landscape architecture, and planning, along with local professionals, and members of the general public will work together to analyze existing conditions, develop planning objectives, prepare conceptual diagrams for development of the corridor, examine alternative right-of-way sections, and calculate potential future development capacities in terms of densities and open space. The work effort will be focused on developing a conceptual analysis of existing and proposed conditions rather than on detailed traffic modeling and design. The study area will include Franklin Boulevard from the eastern edge of Glenwood to Eugene's Ferry Street Bridge. The corridor is under intense development pressure. On the west end, Eugene's new Federal Courthouse will be the anchor for a 50-acre redeveloped industrial district. In the middle are proposals for the 80-acre Walnut Station Mixed Use Area. On the east end are redevelopment concepts for a 43-acre portion of Glenwood. In this project, we will look beyond these individual projects and study the potential for the corridor as a whole. Close

• 6. [Article] Improving the Representation of the Pedestrian Environment in Travel Demand Models, Phase I

  There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Metropolitan planning organizations (MPOs) are improving regional ...

  Citation × Citation Citation Abstract Copy Title: Improving the Representation of the Pedestrian Environment in Travel Demand Models, Phase I Author: Clifton, Kelly J., Singleton, Patrick Allen, Muhs, Christopher Devlin, Schneider, Robert J., Lagerwey, Peter Year: 2013 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Metropolitan planning organizations (MPOs) are improving regional travel demand forecasting models to better represent walking and bicycling and to expand the evaluative capacity of models to address policy-relevant issues like air quality, public health, and the smart allocation of infrastructure and other resources. This report describes an innovative, spatially disaggregate method to integrate walking activity into trip-based travel models. Using data for the Portland, OR, metropolitan area, the method applies trip generation at a new micro-scale spatial unit: a 264-foot-by-264-foot (80-meters-by-80-meters) pedestrian analysis zone (PAZ). Next, a binary logit walk mode split model — using a new pedestrian environment measure — estimates the number of walk trips generated. Non-walk trips are then aggregated up to larger transportation analysis zones (TAZs) for destination choice, mode choice, and traffic assignment. Finally, there are opportunities for choosing destinations and for routing of the PAZ pedestrian trips. This method improves travel models’ sensitivity to policy-and investment-related walking influences, and it could operate as a standalone tool for rapid scenario analysis. Care must be taken when applying this method with respect to scalability, forecasting, and operational challenges. Title: Improving the Representation of the Pedestrian Environment in Travel Demand Models, Phase I Author: Clifton, Kelly J., Singleton, Patrick Allen, Muhs, Christopher Devlin, Schneider, Robert J., Lagerwey, Peter Year: 2013 There is growing support for improvements to the quality of the walking environment, including more investments to promote pedestrian travel. Metropolitan planning organizations (MPOs) are improving regional travel demand forecasting models to better represent walking and bicycling and to expand the evaluative capacity of models to address policy-relevant issues like air quality, public health, and the smart allocation of infrastructure and other resources. This report describes an innovative, spatially disaggregate method to integrate walking activity into trip-based travel models. Using data for the Portland, OR, metropolitan area, the method applies trip generation at a new micro-scale spatial unit: a 264-foot-by-264-foot (80-meters-by-80-meters) pedestrian analysis zone (PAZ). Next, a binary logit walk mode split model — using a new pedestrian environment measure — estimates the number of walk trips generated. Non-walk trips are then aggregated up to larger transportation analysis zones (TAZs) for destination choice, mode choice, and traffic assignment. Finally, there are opportunities for choosing destinations and for routing of the PAZ pedestrian trips. This method improves travel models’ sensitivity to policy-and investment-related walking influences, and it could operate as a standalone tool for rapid scenario analysis. Care must be taken when applying this method with respect to scalability, forecasting, and operational challenges. Close

• 7. [Article] Evaluating the Level-of-Service of Protected Bike Lanes

  Summary: The most recent edition of the Highway Capacity Manual (HCM) contains analysis procedures for measuring the level-of-service (LOS), also referred to as quality of service, provided by an urban ...

  Citation × Citation Citation Abstract Copy Title: Evaluating the Level-of-Service of Protected Bike Lanes Author: Foster, Nick Year: 2014 Summary: The most recent edition of the Highway Capacity Manual (HCM) contains analysis procedures for measuring the level-of-service (LOS), also referred to as quality of service, provided by an urban roadway to bicyclists. The method uses different design and operating features of the roadway segment (e.g. width, motor vehicle volumes and speeds) to assess an LOS grade of A (best) to F (worst). These procedures are used by planners and engineers to recommend how existing streets could be retrofitted or new streets designed to better serve people on bicycles (and other modes). However, the current HCM does not include methods that address protected bike lanes (aka “cycle tracks” or “separated bike lanes”), only conventional striped bike lanes, shoulders, and shared streets. There are other methods for predicting comfort from a bicyclist’s perspective that do consider protected bike lanes, but they are either based only on expert opinion or on surveys in Denmark. This presentation will describe how to evaluate the level-of-service of a protected bike lane using results from surveys conducted in the United States. The model developed by this project could be used to supplement the current HCM to objectively consider a wider range of options for improving the environment for bicycling. This is increasingly important as the implementation of, and demand for, protected bike lanes surges around the US. Title: Evaluating the Level-of-Service of Protected Bike Lanes Author: Foster, Nick Year: 2014 Summary: The most recent edition of the Highway Capacity Manual (HCM) contains analysis procedures for measuring the level-of-service (LOS), also referred to as quality of service, provided by an urban roadway to bicyclists. The method uses different design and operating features of the roadway segment (e.g. width, motor vehicle volumes and speeds) to assess an LOS grade of A (best) to F (worst). These procedures are used by planners and engineers to recommend how existing streets could be retrofitted or new streets designed to better serve people on bicycles (and other modes). However, the current HCM does not include methods that address protected bike lanes (aka “cycle tracks” or “separated bike lanes”), only conventional striped bike lanes, shoulders, and shared streets. There are other methods for predicting comfort from a bicyclist’s perspective that do consider protected bike lanes, but they are either based only on expert opinion or on surveys in Denmark. This presentation will describe how to evaluate the level-of-service of a protected bike lane using results from surveys conducted in the United States. The model developed by this project could be used to supplement the current HCM to objectively consider a wider range of options for improving the environment for bicycling. This is increasingly important as the implementation of, and demand for, protected bike lanes surges around the US. Close

• 8. [Article] Hilltop Planning Workshop Team

  "Oregon Health & Science University Night Access Plan" Oregon Health & Science University (OHSU) is a nationally renowned academic, research and health institution. At its current capacity, OHSU sees over ...

  Citation × Citation Citation Abstract Copy Title: Hilltop Planning Workshop Team Author: Anderson, Lea Year: 2016 "Oregon Health & Science University Night Access Plan" Oregon Health & Science University (OHSU) is a nationally renowned academic, research and health institution. At its current capacity, OHSU sees over 250,000 patients a year, teaches 5,000 students, employs about 16,000 people, and utilizes over 2,000 contract workers. Simply put, there are a lot of people who need to access the OHSU central campuses (Marquam Hill and South Waterfront) every day. Furthermore, because OHSU is a medical and research institution, there are large numbers of people needing to access the campuses at all hours of the day and night. Over the last five months Hilltop Planning, a group of six PSU MURP graduate students, has been working with OHSU Transportation & Parking to shed light on issues related to night transportation and access for the central campuses. One of the primary goals of the project is to "get more cars off the hill" and figure out how to make other modes both feasible and appealing for OHSU employees. Hilltop Planning has explored recommendations related to active transportation, ride-share, parking management, transit service, internal policy change and education and awareness campaigns. During the seminar Hilltop Planning will be talking about many of the issues related to night transportation more generally, as well as some of the key takeaways and findings from their work over these past few months. Final report is available online at: http://archives.pdx.edu/ds/psu/17508 Title: Hilltop Planning Workshop Team Author: Anderson, Lea Year: 2016 "Oregon Health & Science University Night Access Plan" Oregon Health & Science University (OHSU) is a nationally renowned academic, research and health institution. At its current capacity, OHSU sees over 250,000 patients a year, teaches 5,000 students, employs about 16,000 people, and utilizes over 2,000 contract workers. Simply put, there are a lot of people who need to access the OHSU central campuses (Marquam Hill and South Waterfront) every day. Furthermore, because OHSU is a medical and research institution, there are large numbers of people needing to access the campuses at all hours of the day and night. Over the last five months Hilltop Planning, a group of six PSU MURP graduate students, has been working with OHSU Transportation & Parking to shed light on issues related to night transportation and access for the central campuses. One of the primary goals of the project is to "get more cars off the hill" and figure out how to make other modes both feasible and appealing for OHSU employees. Hilltop Planning has explored recommendations related to active transportation, ride-share, parking management, transit service, internal policy change and education and awareness campaigns. During the seminar Hilltop Planning will be talking about many of the issues related to night transportation more generally, as well as some of the key takeaways and findings from their work over these past few months. Final report is available online at: http://archives.pdx.edu/ds/psu/17508 Close

• 9. [Article] Consistent Estimation of Route Choice Models for Dynamic Transit Assignment

  Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying ...

  Citation × Citation Citation Abstract Copy Title: Consistent Estimation of Route Choice Models for Dynamic Transit Assignment Author: Hood, Jeff Year: 2016 Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying reliability. In order to be useful in practice, the simulated route choices of passengers in these models need to reflect the behavior of actual residents observed in local travel surveys. Most analysis methods of revealed route choice preferences developed to date have either (1) not been proven to provide consistent estimates or (2) required an untenable computation time for practical applications. Furthermore, no model of transit route choice has accounted for variability in both passenger behavior and vehicle arrivals. This seminar will focus on an econometric framework that Hood Transportation Consulting designed to overcome these limitations in partnership with the second FHWA Strategic Highway Research Program, the Metropolitan Transportation Commission of the San Francisco Bay Area, the San Francisco County Transportation Authority, and the Puget Sound Regional Council. The framework is based on a recursive logit model where the traveler makes a series of dynamic choices which maximize the conditional expected utility of travel to the destination, given the sequence of vehicles which have already arrived. The model also contains new size variables to correct for the correlations caused by route overlap. Application of the new correction formulas to illustrative examples demonstrates that predictions with the model more closely match theoretically correct results than existing methods. Title: Consistent Estimation of Route Choice Models for Dynamic Transit Assignment Author: Hood, Jeff Year: 2016 Dynamic transit assignment models have the potential to improve local transportation agencies’ capability to forecast the demand for public transit facilities under conditions of limited capacity or varying reliability. In order to be useful in practice, the simulated route choices of passengers in these models need to reflect the behavior of actual residents observed in local travel surveys. Most analysis methods of revealed route choice preferences developed to date have either (1) not been proven to provide consistent estimates or (2) required an untenable computation time for practical applications. Furthermore, no model of transit route choice has accounted for variability in both passenger behavior and vehicle arrivals. This seminar will focus on an econometric framework that Hood Transportation Consulting designed to overcome these limitations in partnership with the second FHWA Strategic Highway Research Program, the Metropolitan Transportation Commission of the San Francisco Bay Area, the San Francisco County Transportation Authority, and the Puget Sound Regional Council. The framework is based on a recursive logit model where the traveler makes a series of dynamic choices which maximize the conditional expected utility of travel to the destination, given the sequence of vehicles which have already arrived. The model also contains new size variables to correct for the correlations caused by route overlap. Application of the new correction formulas to illustrative examples demonstrates that predictions with the model more closely match theoretically correct results than existing methods. Close