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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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    <item>
      <title>Analysis of Personal Action Space Using a Model System with Multiple Choice Structures. Volume 1: Travel Behavior</title>
      <link>https://trid.trb.org/View/838849</link>
      <description><![CDATA[The concept of heterogeneity in choice structure is applied in this study to examine individuals’ action space, which is defined in terms of the reported frequencies of visits. A disaggregate model system that predict the frequency of visit is condensed using nested logit model with multiple choice structures.]]></description>
      <pubDate>Thu, 25 Oct 2007 10:25:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/838849</guid>
    </item>
    <item>
      <title>Creating an executuve fleet program that execs love</title>
      <link>https://trid.trb.org/View/779445</link>
      <description><![CDATA[Subtitle: Hold the "funeral" for executive fleet programs; a company car as part of a conprehensive executive compensation program remains a highly sought-after perk. Here's how you can maximize the benefit.]]></description>
      <pubDate>Tue, 04 Apr 2006 18:04:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/779445</guid>
    </item>
    <item>
      <title>DISSECTING AN EXECUTIVE FLEET PROGRAM TO ACHIEVE THE PROPER BALANCE</title>
      <link>https://trid.trb.org/View/606815</link>
      <description><![CDATA[SUBTITLE: PROVIDING COMPANY VEHICLES TO KEY EXECUTIVES HAS LONG BEEN ONE OF THE MOST SOUGHT-AFTER NON-CASH BENEFITS. EVEN IN TIGHT BUDGETS, THIS IMPORTANT RECRUITMENT/RETENTION TOOL CAN BE MANAGED EFFICIENTLY.]]></description>
      <pubDate>Thu, 29 Apr 2004 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/606815</guid>
    </item>
    <item>
      <title>PERSONAL USE STILL STRONG AS EMPLOYEE RETENTION TOOL</title>
      <link>https://trid.trb.org/View/591297</link>
      <description><![CDATA[SUBTITLE: EIGHTY-FOUR PERCENT OF COMMERCIAL FLEETS SURVEYED ALLOW EMPLOYEES PERSONAL USE OF COMPANY VEHICLES. SIXTY-THREE PERCENT ALLOW SPOUSES TO DRIVE.]]></description>
      <pubDate>Tue, 27 Aug 2002 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/591297</guid>
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    <item>
      <title>IDENTIFYING PASSENGER CORRIDORS ON THE U.S. HIGHWAY SYSTEM USING ATS DATA</title>
      <link>https://trid.trb.org/View/686724</link>
      <description><![CDATA[The 1995 American Travel Survey (ATS) represents the most comprehensive survey since 1977 on the long-distance travel of persons living in the U.S.  Approximately 80,000 households were surveyed to collect information related to the characteristics of households and trips they made during 1995.  The ATS data reveal that U.S. households took nearly 685 million long-distance trips in 1995.  Personal-use vehicles (PUV), which include car, van, truck, motorcycle, and recreational vehicles, were the dominant mode of transportation used for long-distance trips.  In addition to the comprehensive and accurate coverage of long-distance trip characteristics, the ATS data also include detailed geographic information.  The objective of this study is to describe passenger long-distance travel patterns on the U.S. highway system.  Based on the geographic travel patterns, major highway transportation corridors can be identified.  These corridors are identified in terms of household trips (vehicle trips) and person-trips.  The weighted average household trip (vehicle trip) length and the weighted average person-trip length also are provided.  Information on three different types of vehicle trips are presented in this paper:  (1) domestic PUV trips; (2) domestic bus trips; and (3) highway trips from the U.S. to Canada and Mexico (combined PUV and bus).  The resulting vehicle traffic and person-trip flows are presented as flow maps to illustrate the intercity long-distance highway travel patterns within the U.S.  For domestic trips by PUV, related information is further categorized by trip purpose and household income levels.  Results tabulated for the top 45 intercity (i.e., intermetropolitan) corridors are presented in the appendix.]]></description>
      <pubDate>Mon, 11 Jun 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/686724</guid>
    </item>
    <item>
      <title>PERSONAL USE OF COMPANY VEHICLES DECLINES 9%..</title>
      <link>https://trid.trb.org/View/616103</link>
      <description><![CDATA[SUBTITLE: THE PERCENTAGE OF COMPANIES THAT ALLOW PERSONAL USE OF VEHICLES BY EMPLOYEES HAS DECLINED IN THE PAST TWO YEARS, DUE TO COST- CONTROL MEASURES AND RISK AVOIDANCE: HOWEVER, THE MAJORITY OF COMPANIES STILL ALLOW PERSONAL USE.]]></description>
      <pubDate>Mon, 16 Oct 2000 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/616103</guid>
    </item>
    <item>
      <title>PERSONAL USE OF VEHICLES STILL HIGH, BUT DECREASING..</title>
      <link>https://trid.trb.org/View/598448</link>
      <description><![CDATA[SUBTITLE: IN A SURVEY OF 385 BUSINESSES, 68 PERCENT PERMIT PERSONAL USE OF COMPANY VEHICLES: HOWEVER, THAT NUMBER HAS DECLINED GREATLY SINCE 1983, AS OMPANIES SEEK TO REDUCE THEIR LIABILITY DURING NON-BUSINESS HOURS.]]></description>
      <pubDate>Tue, 13 Jul 1999 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/598448</guid>
    </item>
    <item>
      <title>RECENT TRAVEL DEMAND PATTERNS AND IMPLICATIONS BASED ON THE NATIONWIDE PERSONAL TRANSPORTATION SURVEY</title>
      <link>https://trid.trb.org/View/538947</link>
      <description><![CDATA[The population of the United States continues to be highly mobile.  However, in terms of percentage increase of travel over time, most measures influencing travel show that saturation is near.  The number of vehicles per licensed drivers shows little increase over the last five years.  The growth in the number of driver's licenses is slowing in the nineties to an increase of only one percent per year.  The annual increase in total vehicle miles travelled is only moderate, at about two and a half percent in the early nineties.  Automobiles and other privately owned vehicles (POVs) are widely owned by all groups except those in the very lowest income brackets.  The vehicle fleet continues in heavy use for many years.  Individual travel is most often for family and personal business and social and recreational purposes, with travel to and from work ranking third.  Women have obtained licenses in larger numbers in the last several decades and their travel patterns differ somewhat from those of men. Data on automobile ownership trends in other countries is used as a general transportation indicator.  In some instances, these trends show signs of near saturation, somewhat like ours, while in other countries there is no indication that saturation is anywhere near.]]></description>
      <pubDate>Sat, 26 Sep 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/538947</guid>
    </item>
    <item>
      <title>THE SOCIAL BENEFITS OF PERSONAL VEHICLE TRAVEL</title>
      <link>https://trid.trb.org/View/487695</link>
      <description><![CDATA[This article briefly analyzes and summarily measures the tangible benefits of personal vehicle travel. It also describes and illustrates the principal intangible social benefits. Finding that the social benefits of personal vehicle travel vastly exceed the associated social costs, the article concludes that increased funding of the Interstate and National Highway Systems is socially desirable.]]></description>
      <pubDate>Thu, 09 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/487695</guid>
    </item>
    <item>
      <title>NON-EMPLOYEE USE OF FLEET VEHICLES -- DOES IT IMPACT YOUR BOTTOMLINE?.</title>
      <link>https://trid.trb.org/View/572036</link>
      <description><![CDATA[COMMENTS FROM INFORMAL SURVEY OF NAFA MEMBERS.]]></description>
      <pubDate>Thu, 09 Jul 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/572036</guid>
    </item>
    <item>
      <title>1997 NAFA VEHICLE USE POLICIES AND PROCEDURES SURVEY OF CANADIAN FLEETS..</title>
      <link>https://trid.trb.org/View/570656</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Tue, 07 Apr 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/570656</guid>
    </item>
    <item>
      <title>HOUSEHOLD VEHICLES ENERGY CONSUMPTION 1994</title>
      <link>https://trid.trb.org/View/472528</link>
      <description><![CDATA[This document reports on the results of the 1994 Residential Transportation Energy Consumption Survey (RTECS).  The RTECS is a national sample survey that has been conducted every 3 years since 1985.  For the 1994 survey, more than 3,000 households that own or use some 6,000 vehicles provided information to describe vehicle stock, vehicle-miles traveled, energy end-use consumption, and energy expenditures for personal vehicles.  The survey results represent the characteristics of the 94.9 million households that used or had access to vehicles in 1994 nationwide.  (An additional 12 million households neither owned or had access to vehicles during the survey year.)  To be included in the RTECS survey, vehicles must be either owned or used by household members on a regular basis for personal transportation, or owned by a company rather than a household, but kept at home, regularly available for the use of household members.  Most vehicles included in the RTECS are classified as "light-duty vehicles" (weighing less than 8,500 pounds (3856 kg)).  However, the RTECS also includes a very small number of "other" vehicles, such as motor homes and larger trucks that are available for personal use.]]></description>
      <pubDate>Sat, 14 Feb 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/472528</guid>
    </item>
    <item>
      <title>PERSONAL USE OF COMPANY VEHICLES HIT NEW HIGH AT 92%..</title>
      <link>https://trid.trb.org/View/566921</link>
      <description><![CDATA[SUBTITLE: DESPITE POTENTIAL LIABILITY, TWO THIRDS OF THE FLEET MANAGERS IN OUR 1997 PERSONAL USE SURVEY HAVE TAKEN A 'HEAR NO EVIL, SEE NO EVIL' APPROACH AND DO NOT REQUIRE MVRS ON THE EMPLOYEE AND OTHERS WHO DRIVE THE COMPANY CAR.]]></description>
      <pubDate>Mon, 12 Jan 1998 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/566921</guid>
    </item>
    <item>
      <title>USERS OF NEW TRAVELER INFORMATION TECHNOLOGIES: LESSONS LEARNED FROM THE ATLANTA TRAVELER INFORMATION SHOWCASE</title>
      <link>https://trid.trb.org/View/574713</link>
      <description><![CDATA[The Atlanta Traveler Information Showcase was a U.S. Department of Transportation funded demonstration of Advanced Traveler Information Services that was conducted from June through September of 1996 throughout the Atlanta metropolitan region. With the spotlight on Atlanta as a result of the 1996 Olympics, the region provided an excellent opportunity for bringing Intelligent Transportation Systems in general and Advanced Traveler Information Services in particular to the attention of the traveling public and the media and other influential persons who were in Atlanta during the summer.  Travelers, both visitors and residents, had the opportunity to experience five technologies that comprised the Showcase: in-vehicle devices, personal communication devices, World Wide Web site on the Internet, cable television program, and interactive television. This paper describes the methods used to target users, recruit and train them to use the technologies, and assess their experience.  The strategy for selecting users had to balance the multiple objectives and constraints within the overall Showcase goal of achieving maximum exposure for traveler information services.  Another important consideration was simply the number of devices or potential users that the technologies could reach. For example, only 100 in-vehicle devices were available to be installed in vehicles in the region, whereas the cable TV program had the potential to reach the 600,000 cable subscribers throughout the area.  Training and promotion was customized for each technology, whereas survey forms to gather user feedback were made as consistent as possible to facilitate cross-technology comparisons.  The paper highlights some of the lessons learned from the various user-related activities of the Showcase.]]></description>
      <pubDate>Thu, 23 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574713</guid>
    </item>
    <item>
      <title>TRAFFIC INFORMATION ON ALPHANUMERIC PAGERS: EVALUATION RESULTS FROM THE GENESIS PROJECT</title>
      <link>https://trid.trb.org/View/574701</link>
      <description><![CDATA[The primary purpose of the Genesis project was to evaluate the impact of disseminating traffic information via personal communications devices, such as alphanumeric pagers and Personal Digital Assistants (PDAs).  Approximately 500 individuals in the Twin Cities area of Minneapolis/St. Paul participated in this six month Intelligent Transportation System (ITS) operational test that was conducted from July, 1995 to January, 1996. Evaluation results indicated a high frequency of reported usage, that Genesis was the primary means of identifying traffic problems that affected user travel behavior, and that users were more likely to act upon Genesis-reported traffic information. Additional findings indicated general satisfaction with the system, although many suggestions for improvement were forwarded.]]></description>
      <pubDate>Tue, 21 Oct 1997 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/574701</guid>
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