Transferability and updating of disaggregate travel demand models

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The CATS divided transit trips into two classes: trips to the Central Business District, or CBD (mainly by subway/elevated transit, express buses, and commuter trains) and other (mainly on the local bus system).

For the latter, increases in auto ownership and use were a trade-off against bus use; trend data were used.

Mode choice analysis is the third step in the conventional four-step transportation forecasting model.

Until this research reduces our uncertainty about the elasticity of demand, analysts evaluating transportation policies should assess the sensitivity of their results to the range of plausible elasticities or models.

The authors appreciate the support and guidance of Vidya Mysore and Terry Corkery through the project.

Of course, the views expressed here and any errors are our own responsibility, and not that of FDOT.

Two decades after CATS, for example, the London study followed essentially the same procedure, but in this case, researchers first divided trips into those made in the inner part of the city and those in the outer part.

This procedure was followed because it was thought that income (resulting in the purchase and use of automobiles) drove mode choice.

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