Long-Distance and Rural Travel Transferable Parameters for Statewide Travel Forecasting Models (2012) / Chapter Skim
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E-1 The documentation for NCHRP Project 8-36-B Task 91, Validation and Sensitivity Considerations for Statewide Models (Cambridge Systematics, Inc., 2010d) noted that a primary issue for statewide modeling of trucks is the consideration of freight.
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From page 122... ...
E-2 Long-distance and Rural Travel Transferable parameters for Statewide Travel Forecasting Models state DOTs, and assigned FAF truck flows using these impedances in a stochastic user equilibrium traffic assignment. The resulting network flow, which includes calibration and validation against known truck volumes, is shown in Figure E.1.
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From page 123... ...
Urban Versus Rural Truck Trips E-3 Weighted AADT Coefficient of Variation Geography Miles Total Trucks FAF Trucks Percent FAF Trucks Non-FAF Trucks Percent Non-FAF Trucks Total FAF Trucks Non-FAF Trucks Rural Interstates (FC=01) 32,892 24,500 7,000 6,100 24.9 900 3.7 4.77 5.44 8.45 Urban Interstates and Freeways (FC=11 and =12)
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From page 124... ...
E-4 Long-distance and Rural Travel Transferable parameters for Statewide Travel Forecasting Models combination of two conflicting effects, where the activities that generate truck traffic are more numerous in urban areas, driving down the ratio, while the density of the road system is lower in rural areas, driving up the ratio. Table E.2 shows that, on average, FAF3 truck volumes on arterials and other local roadways are approximately equal: 200 trucks per day on these roadways in urban areas and 300 trucks per day on these roads in rural areas.
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Urban Versus Rural Truck Trips E-5 Table E.3. Average truck usage by functional system by Census divisions.
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From page 126... ...
E-6 Long-distance and Rural Travel Transferable parameters for Statewide Travel Forecasting Models Source: http://www.census.gov/geo/www/us_regdiv.pdf Figure E.2.
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From page 127... ...
Urban Versus Rural Truck Trips E-7 volumes are primarily a reflection of geography based on the following statement found in FAF3 documentation: For international O-D pairs, the process is static where an adjacent network "node" of each border crossing or port geo-location is a virtual O-D zone. The virtual O-D zone for international movement was further divided into cross-border movements (U.S.-Canada and U.S.-Mexico)
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