Statewide and Megaregional Travel Forecasting Models: Freight and Passenger (2017) / Chapter Skim
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Pages 40-50
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41 chapter four Data RequiRements foR statewiDe moDeling Statewide models require many of the same data as those deployed in urban and metropolitan areas, owing in part to the similarities of the underlying models. However, the scale is different, as is the representation of external markets.
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42 forecasts that are customized, at least in part, to the definition of regions and industry sectors used in the statewide model. There may be cases where these third-party forecasts are also used by other state agencies or instead of official state forecasts, although no attempt was made to quantify such cases.
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43 Modeling travel between point locations will not obviate the need for zones. It will, however, relax the requirement for the latter to be as deliberately designed for compatibility and uniform activity size or land area as traditional models.
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44 guarantee of network connectivity. Moreover, rural networks are often not as quickly updated as urban ones, which enjoy a larger group of committed users.
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45 The behavioral data used in statewide models came primarily from five sources, as shown in Figure 40. The NHTS was used by almost two-thirds of the states that reported what type of behavioral data they used in building and applying models.
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46 findings typically reveal different travel patterns by sub-state areas. In Oregon, for example, rural residents make fewer but longer trips, with more intermediate stops than urban residents.
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47 Long-distance travel, which takes place less frequently, is rarely captured in household travel surveys in large enough numbers to be useful. Only Ohio and California have administered separate long-distance travel surveys.
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48 by third parties. Almost one-quarter of the respondents who revealed their sources of data reported using AirSage data for model development.
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49 regional commodity flows within the United States, some of it quite sophisticated even by today's standards. However, data on freight flows, especially for trucking, have historically been elusive, especially at the level of geography used in statewide models.
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50 The FAF is not without its limitations. Several modelers cited its questionable accuracy, especially when the inter-regional flows are translated into truckload equivalents.
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51 Commodities are classified using the Standard Transportation Commodity Codes (STCC) , which were used in the CFS before 1997 and are still used by the railroads and in the Carload Waybill Sample.
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