@article{ghimire_bardaka_2023, title={Active travel among carless and car-owning low-income populations in the United States}, volume={117}, ISSN={["1879-2340"]}, DOI={10.1016/j.trd.2023.103627}, abstractNote={Low-income households may resort to cycling and walking to alleviate travel costs. Using data from the 2001, 2009, and 2017 National Household Travel Surveys, this study examines the spatiotemporal differences in the use of active travel among three socioeconomic groups classified based on household income and vehicle ownership. After controlling for a number of observed and unobserved factors, we find that individuals in low-income, car-owning households are associated with up to 14% more walking trips and 33% more cycling trips in a week compared to higher-income households, on average. However, in urban areas, higher-income households use active travel significantly more than low-income, car-owning households, while the opposite holds for suburban and rural areas. Individuals living in low-income, carless households are associated with even higher use of active travel. These results suggest that active travel is used, to some extent, out of necessity and lack of other viable options.}, journal={TRANSPORTATION RESEARCH PART D-TRANSPORT AND ENVIRONMENT}, author={Ghimire, Subid and Bardaka, Eleni}, year={2023}, month={Apr} }
 @article{hasnat_bardaka_samandar_2023, title={Differential impacts of autonomous and connected-autonomous vehicles on household residential location}, volume={32}, ISSN={["2214-3688"]}, DOI={10.1016/j.tbs.2023.02.007}, abstractNote={High market penetration of autonomous vehicles (AVs) and connected-autonomous vehicles (CAVs) is expected to impact transportation network performance, which is an important determinant of residential location decisions, especially for households who commute to work by personal vehicle. This study examines and compares the impacts of privately owned AVs and CAVs on the location and commute characteristics as well as the spatial distribution of households within the Triangle Region in North Carolina. A Mixed Multinomial Logit model is developed using recent household survey data to capture household preferences. In addition, the region’s travel demand model, the Triangle Regional Model, is used to predict the network-level impacts of AV and CAV adoption, and cluster analysis is conducted to explore how network performance changes vary with transportation demand and supply zone characteristics at a local and regional level. Residential location patterns are predicted for a number of AV and CAV scenarios for the year 2045 using the outputs of the econometric analysis and the Triangle Regional Model. We find that extensive adoption of private CAVs improves network conditions and encourages households to live farther from work, leading up to a 5.6% increase in suburban and rural households that commute to work by personal vehicles. A high market share of AVs is associated with deteriorated transportation network performance and up to a 2.8% increase in urban households. Results vary by market penetration rate of each technology, mix of AVs, CAVs, and human driven vehicles in the traffic stream, and fuel type (conventional-fuel versus electric vehicles).}, journal={TRAVEL BEHAVIOUR AND SOCIETY}, author={Hasnat, Md Mehedi and Bardaka, Eleni and Samandar, M. Shoaib}, year={2023}, month={Jul} }
 @article{hajbabaie_tajalli_bardaka_2023, title={Effects of Connectivity and Automation on Saturation Headway and Capacity at Signalized Intersections}, volume={8}, ISSN={0361-1981 2169-4052}, url={http://dx.doi.org/10.1177/03611981231187386}, DOI={10.1177/03611981231187386}, abstractNote={This paper analyzes the potential effects of connected and automated vehicles on saturation headway and capacity at signalized intersections. A signalized intersection is created in Vissim as a testbed, where four vehicle types are modeled and tested: (I) human-driven vehicles (HVs), (II) connected vehicles (CVs), (III) automated vehicles (AVs), and (IV) connected automated vehicles (CAVs). Various scenarios are defined based on different market-penetration rates of these four vehicle types. AVs are assumed to move more cautiously than HVs. CVs and CAVs are supposed to receive information about the future state of traffic lights and adjust their speeds to avoid stopping at the intersection. As a result, their movements are expected to be smoother with a lower number of stops. The effects of these vehicle types in mixed traffic are investigated in relation to saturation headway, capacity, travel time, delay, and queue length in different lane groups of an intersection. A Python script code developed by Vissim is used to provide the communication between the signal controller and CVs and CAVs to adjust their speeds accordingly. The results show that increasing CV and CAV market-penetration rate reduces saturation headway and consequently increases capacity at signalized intersections. On the other hand, increasing the AV market-penetration rate deteriorates traffic operations. Results also indicate that the highest increase (80%) and decrease (20%) in lane-group capacity are observed respectively in a traffic stream of 100% CAVs and 100% AVs.}, journal={Transportation Research Record: Journal of the Transportation Research Board}, publisher={SAGE Publications}, author={Hajbabaie, Ali and Tajalli, Mehrdad and Bardaka, Eleni}, year={2023}, month={Aug} }
 @article{liu_bardaka_2023, title={Transit-induced commercial gentrification: Causal inference through a difference-in-differences analysis of business microdata}, volume={175}, ISSN={["1879-2375"]}, DOI={10.1016/j.tra.2023.103758}, abstractNote={A plethora of studies has explored the relationship between transit investments and property prices, but very little is known about how new transit projects and transit-oriented development affect nearby businesses and whether they contribute to commercial gentrification. This research presents a quasi-experimental econometric framework for studying transit-induced commercial gentrification from project announcement to post operation using business microdata. Previous urban economics and planning research informs the identification of retail and service business categories associated with the phenomenon of commercial gentrification, including local businesses, chain stores, and businesses offering non-essential or upscale products. Negative binomial models with a difference-in-differences specification enable the temporal and spatiotemporal analysis of business entries, exits, and turnover and the estimation of transit-induced impacts. The developed methodology is demonstrated through an empirical example: the study of the effects of the LYNX Blue light rail line in Charlotte, NC, over a 20-year period. Our study makes a significant contribution to the limited quantitative research on transit and commercial gentrification and is the first to focus on the causal relationship between the two. The application of the analysis framework to other metropolitan areas with transit systems in the future will inform transportation and urban planners on the type of businesses that could be primarily affected and the timing and extent of these effects, and help them design effective and targeted business assistance programs.}, journal={TRANSPORTATION RESEARCH PART A-POLICY AND PRACTICE}, author={Liu, Chang and Bardaka, Eleni}, year={2023}, month={Sep} }
 @article{schmidt_bardaka_thill_2022, title={Causal, spatiotemporal impacts of transit investments: Exploring spatial heterogeneity from announcement through long-run operation}, volume={161}, ISSN={["1879-2375"]}, DOI={10.1016/j.tra.2022.04.014}, abstractNote={As the successful design and implementation of alternative mechanisms for funding transit infrastructure, such as value-capture schemes, are becoming more critical, identifying the timing, duration, and spatial extent of the capitalization of accessibility benefits for nearby communities is becoming more and more important. This research makes a significant contribution to the analysis of the spatiotemporal impacts of transit systems by quantifying variations in the spatial distribution of causal effects from project announcement to long-run operation. The study develops a quasi-experimental framework based on advanced difference-in-differences specifications that enable us to capture the distribution of average treatment effects in space and time. The methodology is applied to the light rail system in Charlotte, NC, which includes an original line and its extension. A dataset comprised of the single-family house sales from the last thirty years is compiled for the study area, which contains neighborhoods in the vicinity of the light rail and two comparison areas. The estimated impacts demonstrate significant heterogeneity, on multiple facets. We find that although the shape of the spatial distribution of effects changes over time experiencing increasing curvature, the results consistently indicate highest positive impacts for properties located within 0.25 and 0.5 miles of a transit station. Differential effects are also identified between the original light rail line and its extension, such as lack of anticipation effects for the line extension. Although these results are specific to a single locale, the methods demonstrated through this study can be applied to other areas and transit systems of similar scale.}, journal={TRANSPORTATION RESEARCH PART A-POLICY AND PRACTICE}, author={Schmidt, Adam and Bardaka, Eleni and Thill, Jean-Claude}, year={2022}, month={Jul}, pages={151–169} }
 @article{hasnat_bardaka_2022, title={Distribution of Highway Infrastructure Cost Responsibility and Revenue Contribution Shares Among Highway Users in North Carolina: Present Conditions and Future Alternatives}, volume={8}, ISSN={["2169-4052"]}, url={https://doi.org/10.1177/03611981221112403}, DOI={10.1177/03611981221112403}, abstractNote={As the proportion of fuel-efficient and electric vehicles is rapidly increasing, US states are challenged to meet the greater needs of the aging transportation infrastructure with less funds. The purpose of this study is to support state authorities in understanding the equity implications, feasibility, and effectiveness of many of the currently available transportation funding mechanisms. To fulfill this objective, the study analyzes data from North Carolina (NC) between 2014 and 2017. As a first step, we estimate and compare the transportation infrastructure cost responsibility and revenue contribution of NC highway users. Results indicate that lightweight vehicles contribute substantially more to the revenue compared with their share of cost responsibilities. Single-unit trucks with four or more axles and multi-unit trucks are found to underpay their cost responsibilities by 37% to 92%. We use these results in combination with previous research to assess different scenarios for funding transportation infrastructure in the future. Each alternative is evaluated for its revenue generation potential, equity-related improvements, applicability, and public acceptance. Findings suggest that a moderate increase in traditional taxes such as motor fuels tax, vehicle sales tax, or the state sales tax are practical and reasonable approaches for generating significant additional revenue in the short run without strong opposition from the public. However, all the scenarios analyzed by this study, which are based on tax and fee structures planned or implemented in the USA, are found to have minor impacts in improving equity between the cost responsibility and revenue contribution across vehicle classes.}, journal={TRANSPORTATION RESEARCH RECORD}, author={Hasnat, Md Mehedi and Bardaka, Eleni}, year={2022}, month={Aug} }
 @article{hasnat_bardaka_2022, title={Exploring the efficacy of traditional and alternative funding mechanisms to provide transportation revenue during the COVID-19 pandemic}, volume={10}, ISSN={["2213-6258"]}, DOI={10.1016/j.cstp.2022.04.010}, abstractNote={Steep reduction in motor vehicle travel during the COVID-19 pandemic has plummeted the fuel sales affecting the revenue streams of state Departments of Transportation (DOTs) across the US. The objective of this study is to investigate the effectiveness of a number of user-based and general revenue generation mechanisms in reducing the transportation revenue shortfall or providing more stable revenue during a pandemic. State policies and pilot programs as well as public perception studies are reviewed to develop reasonable scenarios of tax and fee schemes, and price elasticity estimates are used to account for the effect of higher travel cost on demand for travel. We specifically focus on the adverse impacts of the COVID-19 pandemic on the transportation revenue in North Carolina (NC) using data from January to October 2020. The results indicate that monthly transportation revenue in NC could not have been sustained by increasing the state motor fuels tax up to 50% or motor vehicle fees up to 100%. On the other hand, increasing the highway use tax (state vehicle sales tax) from 3% to 8% would have eliminated the monthly shortfall in the state transportation revenue. Replacing the state fuels tax by mileage-based user fees could not bridge the gap between the monthly collected and projected state transportation revenue, even for high per-mile charges for passenger vehicles and trucks. Promising results are found for instituting an additional 0.75% state sales tax dedicated to general transportation use which could have provided adequate funding to eliminate the monthly shortfall in transportation revenue in NC during the COVID-19 pandemic. Dependence on state sale and use tax for transportation revenue is preferred and would lead to a lower shortfall compared to the motor fuels tax in a pandemic.}, number={2}, journal={CASE STUDIES ON TRANSPORT POLICY}, author={Hasnat, Md Mehedi and Bardaka, Eleni}, year={2022}, month={Jun}, pages={1249–1261} }
 @article{liu_bardaka_paschalidis_2022, title={Sustainable transport choices in public transit access: Travel behavior differences between university students and other young adults}, volume={5}, ISSN={["1556-8334"]}, DOI={10.1080/15568318.2022.2084656}, journal={INTERNATIONAL JOURNAL OF SUSTAINABLE TRANSPORTATION}, author={Liu, Chang and Bardaka, Eleni and Paschalidis, Evangelos}, year={2022}, month={May} }
 @article{guo_li_anastasopoulos_peeta_lu_2021, title={China's millennial car travelers' mode shift responses under congestion pricing and reward policies: A case study in Beijing}, volume={23}, ISSN={["2214-3688"]}, DOI={10.1016/j.tbs.2020.11.004}, abstractNote={This paper investigates the potential impacts of congestion pricing and reward policies on migrant and resident millennial car travelers’ morning commute mode shift responses in China. A stated-preference survey developed for this study was conducted in 2017 among millennial car travelers living or working in Beijing’s inner district, from which approximately 2000 responses were collected. Separate random parameters bivariate ordered probit models were estimated for migrant and resident millennial car travelers to capture the differences between their mode shift responses, unobserved heterogeneity, and correlation between their mode shift responses to congestion pricing and reward policies. Sociodemographic characteristics, travel behavior and needs, residential location accessibility to and by transit, attitudes towards travel and congestion pricing and reward policies were found to affect millennial car travelers’ mode shift responses. In addition, the impacts of the contributing factors on the mode shift responses were very different between the congestion pricing and reward policies and between the migrant and resident millennial car travelers. The findings from the model estimation and descriptive statistics suggest that the implementation of pricing and reward policies, along with other unique regional (e.g., rapid increase in residential property price) and institutional (e.g., household registration system) characteristics, may potentially bring new challenges to migrant car travelers that may add to their economic burden and reduce their quality of life, particularly under congestion pricing policies. This study also provided insights for the design of future congestion pricing and reward policies and complementary measures that could address the travel needs of all travelers.}, journal={TRAVEL BEHAVIOUR AND SOCIETY}, author={Guo, Yuntao and Li, Yaping and Anastasopoulos, Panagiotis Ch and Peeta, Srinivas and Lu, Jian}, year={2021}, month={Apr}, pages={86–99} }
 @article{murray_bardaka_2021, title={Evaluating the spatial and temporal distribution of beltway effects on housing prices using difference-in-differences methods}, volume={9}, ISSN={["1572-9435"]}, DOI={10.1007/s11116-021-10233-0}, journal={TRANSPORTATION}, author={Murray, John and Bardaka, Eleni}, year={2021}, month={Sep} }
 @article{hasnat_bardaka_samandar_rouphail_list_williams_2021, title={Impacts of Private Autonomous and Connected Vehicles on Transportation Network Demand in the Triangle Region, North Carolina}, volume={147}, ISSN={["1943-5444"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85097330901&partnerID=MN8TOARS}, DOI={10.1061/(ASCE)UP.1943-5444.0000649}, abstractNote={Autonomous and connected vehicle technologies have the potential to bring profound changes in travel behavior and transportation network performance with moderate to significant market penetration rates (MPRs) within the next few decades. To better understand the long-term impacts of these technologies, this study predicts the network-level effects of privately owned autonomous vehicles (AVs) and connected and autonomous vehicles (CAVs) for the Triangle Region, North Carolina, in the year 2045. Market penetration scenarios of personal AVs and CAVs along with results from microscopic mixed-traffic simulations and travel behavior assumptions are incorporated into a regional travel demand model. Results indicate that a 75% MPR of personal AVs deteriorates the performance of the network, leading to a 5.4% increase in vehicle-hours traveled, and a 17.2% increase in hours of delay. The opposite holds for private CAV adoption, which is found to result in higher peak-period link speed and less congestion. The results of this research help planners and engineers to make informed transportation planning decisions and work toward harnessing the benefits of these technologies while minimizing any negative impacts.}, number={1}, journal={JOURNAL OF URBAN PLANNING AND DEVELOPMENT}, publisher={American Society of Civil Engineers (ASCE)}, author={Hasnat, Md. Mehedi and Bardaka, Eleni and Samandar, M. Shoaib and Rouphail, Nagui and List, George and Williams, Billy}, year={2021}, month={Mar} }
 @article{liu_bardaka_2021, title={The suburbanization of poverty and changes in access to public transportation in the Triangle Region, NC}, volume={90}, ISSN={["1873-1236"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85098110629&partnerID=MN8TOARS}, DOI={10.1016/j.jtrangeo.2020.102930}, abstractNote={Abstract During the last 50 years, a number of economic forces led to noteworthy changes in the geography of poverty in the US. Employment decentralization and lack of affordable housing have resulted in many low-income households migrating to suburban areas, and as of today, the majority of the low-income population of metropolitan regions resides in the suburbs. Focusing on the Triangle Region, NC, this study systematically explores the changes in the geography of poverty and transit access over time to better understand how accessibility to transit has changed for the low-income residents. Spatial panel data models are also estimated to investigate the relationship between poverty and transit access at the neighborhood level and how it varies spatially and temporally, while accounting for unobserved heterogeneity and spatial autocorrelation. Results indicate that between 1990 and 2015, the outer-ring suburbs experienced the highest increase in both poverty and transit access, although improvements in transit access were lower in the recently urbanized areas within the outer-ring suburbs. Inner-ring suburbs experienced a substantial rise in poverty rate and low-income population, and a comparable increase in transit access. Central cities remained the areas with the highest poverty rate and transit access in the Triangle Region but experienced smaller changes over time compared to suburban areas. The findings of the econometric analysis suggest that poverty rate and transit access are not significantly related at the neighborhood level when time-invariant unobservable characteristics are accounted for.}, journal={JOURNAL OF TRANSPORT GEOGRAPHY}, author={Liu, Chang and Bardaka, Eleni}, year={2021}, month={Jan} }
 @article{dubljevic_list_milojevich_ajmeri_bauer_singh_bardaka_birkland_edwards_mayer_et al._2021, title={Toward a rational and ethical sociotechnical system of autonomous vehicles: A novel application of multi-criteria decision analysis}, volume={16}, ISSN={1932-6203}, url={http://dx.doi.org/10.1371/journal.pone.0256224}, DOI={10.1371/journal.pone.0256224}, abstractNote={The impacts of autonomous vehicles (AV) are widely anticipated to be socially, economically, and ethically significant. A reliable assessment of the harms and benefits of their large-scale deployment requires a multi-disciplinary approach. To that end, we employed Multi-Criteria Decision Analysis to make such an assessment. We obtained opinions from 19 disciplinary experts to assess the significance of 13 potential harms and eight potential benefits that might arise under four deployments schemes. Specifically, we considered: (1) the status quo, i.e., no AVs are deployed; (2) unfettered assimilation, i.e., no regulatory control would be exercised and commercial entities would "push" the development and deployment; (3) regulated introduction, i.e., regulatory control would be applied and either private individuals or commercial fleet operators could own the AVs; and (4) fleets only, i.e., regulatory control would be applied and only commercial fleet operators could own the AVs. Our results suggest that two of these scenarios, (3) and (4), namely regulated privately-owned introduction or fleet ownership or autonomous vehicles would be less likely to cause harm than either the status quo or the unfettered options.}, number={8}, journal={PLOS ONE}, publisher={Public Library of Science (PLoS)}, author={Dubljevic, Veljko and List, George and Milojevich, Jovan and Ajmeri, Nirav and Bauer, William A. and Singh, Munindar P. and Bardaka, Eleni and Birkland, Thomas A. and Edwards, Charles H. W. and Mayer, Roger C. and et al.}, editor={Yuan, QuanEditor}, year={2021}, month={Aug}, pages={e0256224} }
 @article{liu_bardaka_palakurthy_tung_2020, title={Analysis of travel characteristics and access mode choice of elderly urban rail riders in Denver, Colorado}, volume={19}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85078658149&partnerID=MN8TOARS}, DOI={10.1016/j.tbs.2019.11.004}, abstractNote={With the proportion of the elderly increasing worldwide, significant research efforts have been devoted to understanding the travel characteristics of the ageing population. Our research contributes to a limited number of studies that have investigated how the elderly (65+) access urban rail in comparison to younger adults (19–64). Using descriptive and econometric analyses of on-board survey data from Denver, Colorado, we respond to the following two research questions: (1) How do trip characteristics, including access and egress mode, trip purpose, choice of station, and travel time of elderly urban rail riders differ from those of their younger counterparts? (2) Do the determinants of access mode choice, such as built environment and individual characteristics, impact differently the choices of elderly and younger adult riders? Our results indicate that the elderly urban rail users differ from the average elderly population in the US in terms of their employment status (46% of the elderly Denver rail riders are employed). Consequently, dissimilarities in travel behavior between elderly and younger adult riders are on average lower than expected, although important differences are still observed. Results from a multinomial probit model on access mode choice for trips between home and a rail station show that younger adults and employed elderly travelers place higher importance on travel time when choosing a mode to access a station compared to non-employed elderly travelers. On the other hand, the built environment and vehicle ownership have a significantly higher influence on access mode choice for elderly compared to younger adult travelers.}, journal={Travel Behaviour and Society}, author={Liu, C. and Bardaka, E. and Palakurthy, R. and Tung, L.-W.}, year={2020}, pages={194–206} }
 @article{wang_jiang_miwa_bardaka_morikawa_2020, title={Preliminary study on transit-induced residential gentrification in Nagoya, Japan}, volume={6}, url={http://dx.doi.org/10.1016/j.eastsj.2020.100022}, DOI={10.1016/j.eastsj.2020.100022}, abstractNote={The transit-induced residential gentrification caused by two urban rail transit lines in Nagoya, Japan is investigated individually. The difference-in-differences model, a quasi-experimental model, is used to explore the possible causal relationship between rail investments and residential gentrification. Two rail transit lines, which consist of subway and elevated railways, began operation in the same year and during a period of economic downturn. Investigations reveal that these rail transit lines located in different areas have achieved their own geographic scales of influence. Furthermore, the results show that the rail transit line located at the center of Nagoya causes a significant change in the household income of nearby neighborhoods, while evidence of transit-induced residential gentrification is not found for the suburb of Nagoya.}, journal={Asian Transport Studies}, publisher={Elsevier BV}, author={Wang, Lisha and Jiang, Meilan and Miwa, Tomio and Bardaka, Eleni and Morikawa, Takayuki}, year={2020}, pages={100022} }
 @article{bardaka_hajibabai_singh_2020, title={Reimagining Ride Sharing: Efficient, Equitable, Sustainable Public Microtransit}, volume={24}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85096235730&partnerID=MN8TOARS}, DOI={10.1109/MIC.2020.3018038}, abstractNote={This article approaches ride sharing from the perspectives of equity and sustainability. A lack of transportation access exacerbates the challenges faced by transportation-disadvantaged individuals and communities, reducing opportunities for employment and civic engagement. This article presents a vision for public microtransit geared toward addressing today's disparities in transportation access. Through a methodology focused on user requirements and values, a user experience promoting cooperation, and an equity-based optimal resource allocation, it shows how cooperative ride sharing can realize an efficient, equitable, and sustainable public microtransit system.}, number={5}, journal={IEEE Internet Computing}, author={Bardaka, E. and Hajibabai, L. and Singh, M.P.}, year={2020}, pages={38–44} }
 @article{berglund_monroe_ahmed_noghabaei_do_pesantez_khaksar fasaee_bardaka_han_proestos_et al._2020, title={Smart Infrastructure: A Vision for the Role of the Civil Engineering Profession in Smart Cities}, volume={26}, ISSN={1076-0342 1943-555X}, url={http://dx.doi.org/10.1061/(ASCE)IS.1943-555X.0000549}, DOI={10.1061/(ASCE)IS.1943-555X.0000549}, abstractNote={Smart city programs provide a range of technologies that can be applied to solve infrastructure problems associated with ageing infrastructure and increasing demands. The potential for infrastructure and urban improvement remains unrealized, however, due to technical, financial, and social constraints and criticisms that limit the implementation of smart cities concepts for infrastructure management. The discussion presented here provides a review of smart technologies including sensors, crowdsourcing and citizen science, actuators, data transmission, Internet of Things, big data analytics, data visualization, and blockchain, which can be used for infrastructure management. Smart infrastructure programs are reviewed to explore how enabling technologies have been applied across civil engineering domains, including transportation systems, water systems, air quality, energy infrastructure, solid waste management, construction engineering and management, structures, and geotechnical systems. Gaps in the application of smart technologies for infrastructure systems are identified, and we highlight how the civil engineering profession can adopt new roles toward the development of smart cities applications. These roles are: (1) master designer: civil engineers can identify ready applications of enabling technologies to improve the delivery of urban resources and services; (2) steward: civil engineers must account for both the environmental and societal impacts of smart infrastructure applications; (3) innovator and integrator: civil engineers should integrate across diverse sectors and groups of experts to develop smart infrastructure programs; (4) manager of risk: civil engineers should manage existing and growing risks of natural disasters, emergencies, and climate change; they should also manage new vulnerabilities in the privacy and security of individuals and households that are introduced through smart technologies; and (5) leader and decision maker: civil engineers can take a lead in smart infrastructure discussions and policy development.}, number={2}, journal={Journal of Infrastructure Systems}, publisher={American Society of Civil Engineers (ASCE)}, author={Berglund, Emily Zechman and Monroe, Jacob G. and Ahmed, Ishtiak and Noghabaei, Mojtaba and Do, Jinung and Pesantez, Jorge E. and Khaksar Fasaee, Mohammad Ali and Bardaka, Eleni and Han, Kevin and Proestos, Giorgio T. and et al.}, year={2020}, month={Jun}, pages={03120001} }
 @article{bardaka_delgado_florax_2019, title={A spatial multiple treatment/multiple outcome difference-in-differences model with an application to urban rail infrastructure and gentrification}, volume={121}, ISSN={["0965-8564"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85060518937&partnerID=MN8TOARS}, DOI={10.1016/j.tra.2019.01.028}, abstractNote={We develop a class of difference-in-differences regression models for the case of multiple transportation interventions that may occur sequentially over time and may generate causal spillover effects within a spatial system. We show how these models can be estimated using tools from spatial econometrics, and further extend the models to a system of seemingly unrelated outcomes such that there may be spatial correlation in the error terms. These models facilitate estimation of direct, indirect, and total average causal effects, as well as individual and cumulative effects of transportation interventions that partially overlap in space. Such estimates can assist policymakers in assessing potentially reinforcing effects originating from multiple transportation interventions located in close proximity. We develop an empirical example of our models to evaluate spatiotemporal socioeconomic impacts of the original and expanded light rail system in Denver, CO.}, journal={TRANSPORTATION RESEARCH PART A-POLICY AND PRACTICE}, author={Bardaka, Eleni and Delgado, Michael S. and Florax, Raymond J. G. M.}, year={2019}, month={Mar}, pages={325–345} }
 @article{bardaka_hersey_2019, title={Comparing the travel behavior of affordable and market-rate housing residents in the transit-rich neighborhoods of Denver, CO}, volume={15}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85059946243&partnerID=MN8TOARS}, DOI={10.1016/j.tbs.2019.01.001}, abstractNote={Equitable transit-oriented development (ETOD) extends an increasingly accepted model for station-area growth by intentionally co-locating affordable housing and transit nodes in order to reduce low-income households’ aggregate housing and transportation costs. Local, regional and state government agencies have enacted ETOD policies to promote this socially vital land use/transportation nexus. This study focuses on Denver, CO, where numerous market-rate, mixed-income, and income-restricted (i.e., affordable) apartments have been built within a 10-min walk of Regional Transportation District (RTD) rail stations. The objective of this research is to compare the travel behavior of station-area residents living in market-rate and affordable apartment units by analyzing the data collected through a household survey distributed to 21 properties with over 2400 units located within a 10-min walk of a rail station. Results from 312 responses indicate substantial differences in key socioeconomic characteristics of the residents (employment status, age, and vehicle ownership), in transportation mode choice, and frequency of use of public transportation (bus and light rail) for accessing employment, healthcare, and grocery stores between residents of affordable and market-rate apartments.}, journal={Travel Behaviour and Society}, author={Bardaka, E. and Hersey, J.}, year={2019}, pages={74–87} }
 @article{bardaka_delgado_florax_2018, title={Causal identification of transit-induced gentrification and spatial spillover effects: The case of the Denver light rail}, volume={71}, ISSN={["1873-1236"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85049741706&partnerID=MN8TOARS}, DOI={10.1016/j.jtrangeo.2018.06.025}, abstractNote={We test the hypothesis of transit-induced gentrification for the Regional Transportation District light rail system in Denver, CO. We use a quasi-experimental spatial econometric approach, the spatial difference-in-differences model, to measure the causal relationship between urban rail investments and gentrification, which allows us to capture the average direct and indirect (spatial spillover) effects of urban rail on several socioeconomic measures of gentrification. We further account for unobserved heterogeneity and spatial dependence via the use of a panel data estimator with spatial error components. Our analysis shows that the installation of a light rail station significantly increases household income and housing values in neighborhoods up to one mile from the station.}, journal={JOURNAL OF TRANSPORT GEOGRAPHY}, author={Bardaka, Eleni and Delgado, Michael S. and Florax, Raymond J. G. M.}, year={2018}, month={Jul}, pages={15–31} }
 @article{chacon-hurtado_bardaka_yang_gkritza_fricker_2017, title={Tools for the Wider Economic Impact Assessment of Corridor Improvements: Lessons Learned from the FHWA Implementation Assistance Program in Indiana}, volume={143}, ISSN={["2473-2893"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-85044935751&partnerID=MN8TOARS}, DOI={10.1061/jtepbs.0000051}, abstractNote={In an effort to assist transportation professionals with the evaluation of wider economic benefits (WEB) of highway improvements, this paper provides important insights into the open-source AASHTO EconWorks wider economic benefits analysis tools using three case studies located in Indiana. The paper makes a significant contribution to the state of practice by providing an in-depth discussion of the lessons learned during the Federal Highway Administration (FHWA) implementation assistance program in Indiana. The paper briefly presents the theoretical background related to the development of the tools and explains data needs and sources. The discussion of the case studies primarily focuses on the sensitivity of the tools’ results to critical input parameters (such as volume to capacity ratio and productivity elasticity), which has not been addressed in previous studies. Lastly, the paper elaborates on the applicability and limitations of the tools, and also discusses their potential integration into an agency’s decision-making process. The inferences from this case study can be useful for state departments of transportation (DOTs), metropolitan planning organizations (MPOs), and other organizations interested in quantifying the potential productivity gains associated with planned or future highway projects.}, number={5}, journal={JOURNAL OF TRANSPORTATION ENGINEERING PART A-SYSTEMS}, author={Chacon-Hurtado, Davis and Bardaka, Eleni and Yang, Ruiman and Gkritza, Konstantina and Fricker, Jon D.}, year={2017}, month={May} }
 @inproceedings{bardaka_pyrialakou_gkritza_2016, title={Assessing the socioeconomic effects of transit rail development: An exploration of displacement and gentrification}, booktitle={95th Annual Meeting of the Transportation Research Board}, author={Bardaka, E. and Pyrialakou, D. and Gkritza, K.}, year={2016} }
 @book{hurtado_yang_bardaka_gkritza_fricker_2016, title={EconWorks tools for assessing the wider economic benefits of transportation implementation assistance}, DOI={10.5703/1288284316553}, journal={Technical Report}, author={Hurtado, D.C. and Yang, R. and Bardaka, Eleni and Gkritza, K. and Fricker, J.}, year={2016} }
 @article{bardaka_zhang_labi_sinha_mannering_2016, title={Statistical Assessment of the Cost Effectiveness of Highway Pavement Warranty Contracts}, volume={22}, ISSN={["1943-555X"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-84982256765&partnerID=MN8TOARS}, DOI={10.1061/(asce)is.1943-555x.0000299}, abstractNote={AbstractThe evaluation of warranty contracts is of great interest to highway agencies that seek innovative ways to manage their assets in the most cost-effective way. This paper demonstrates a statistical approach for evaluating the long-term performance and cost effectiveness of pavement warranties via comparison with similar traditional contracts. This is in contrast to past studies that used descriptive statistics and one-to-one comparisons to evaluate the performance of these two contracting approaches. In this study, random-parameter regression models that account for unobserved heterogeneity were developed to evaluate the performance of warranty and traditional contracts for similar projects on the basis of resulting pavement service life. The projects studied involved structural hot-mix asphalt overlay of crack-and-seat rigid pavements. The warranty projects in the study data sample were found to be 10% more effective in terms of average service life compared with traditional contract projects. Add...}, number={3}, journal={JOURNAL OF INFRASTRUCTURE SYSTEMS}, author={Bardaka, Eleni and Zhang, Zhibo and Labi, Samuel and Sinha, Kumares C. and Mannering, Fred}, year={2016}, month={Sep} }
 @article{agbelie_volovski_zhang_bardaka_labi_sinha_2016, title={Updating State and Local Highway Cost Allocation and Revenue Attribution: A Case Study for Indiana}, volume={2597}, ISSN={["2169-4052"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-84976286711&partnerID=MN8TOARS}, DOI={10.3141/2597-01}, abstractNote={This study investigated the responsibility for the cost of upkeep of the highway infrastructure and the contribution of revenue from highway users on that upkeep. The costs consisted of actual expenditures on the construction, preservation, maintenance, and operation of the infrastructure at both the state and the local levels. The revenues from the federal, state, and local levels were assessed and considered. The types of assets included were pavement, bridge, safety, and mobility assets. The highway users were represented by the 13 FHWA vehicle classes, and the study was based on data on the expenditures made and the revenues collected from 2009 to 2012. The study framework duly recognized the dichotomy between attributable and common costs: for allocation of the attributable costs to the vehicle classes, equivalent single-axle loads, AASHTO load equivalency factors, and passenger car equivalents were used, and for allocation of common costs, the number of vehicle miles traveled adjusted for vehicle width was used. Of the 13 vehicle classes, Vehicle Classes 1 to 4 (passenger vehicles) were found to be overpaying their cost responsibilities, whereas Vehicle Classes 5 to 13 (trucks) were found to be underpaying. In particular, Vehicle Class 2 (automobiles) was found to overpay its cost responsibility by 10%, whereas Vehicle Class 9 (five-axle trucks) was found to underpay by 19%. The product of this study facilitates assessment of the appropriateness of the types and rates of current taxes and fees and provides a data-based and objective platform for devising future funding mechanisms and establishing appropriate user rates to meet Indiana’s future financing needs.}, number={2597}, journal={TRANSPORTATION RESEARCH RECORD}, author={Agbelie, Bismark R. D. K. and Volovski, Matthew and Zhang, Zhibo and Bardaka, Eleni and Labi, Samuel and Sinha, Kumares C.}, year={2016}, pages={1–10} }
 @book{volovski_bardaka_zhang_agbelie_labi_sinha_2015, title={Indiana state highway cost allocation and revenue attribution study and estimation of travel by out-of-state vehicles on Indiana highways}, DOI={10.5703/1288284315709}, abstractNote={This study was commissioned by INDOT to investigate the cost responsibility and the revenue contribution of highway users with regard to the upkeep of Indiana’s state and local highway infrastructure (pavements, bridges, safety assets, and mobility assets). The costs consisted of expenditures on construction, preservation, maintenance, and operations of the highway infrastructure. For revenues, user and non-user sources were considered. The highway users were represented by the 13 FHWA vehicle classes, and the study was based on 2009-2012 data on expenditures and revenues. The study framework duly recognized the dichotomy between attributable and common costs. For allocating the attributable costs to the vehicle classes, ESALs, AASHTO loading equivalents, and PCEs were used; for allocating common costs, VMT was used. For each vehicle class, the share of revenue contribution was compared to the share of cost responsibility to determine respective equity ratios and thus to ascertain the extent to which vehicles in each class may be underpaying or overpaying their cost responsibilities at the current time. The study also determined the distribution of fuel purchases and travel by out-of-state vehicles on Indiana’s highways; this analysis was required to further refine the results of the cost allocation and also to quantify the magnitude of any imbalance between the out-of-state travel and share of consumption on Indiana’s infrastructure and the revenue from such out-of-state vehicles. The outcome of this research is a systematic documentation of the sources and extents of highway revenues and the areas of expenditures at the local and state levels in Indiana. Pavement and bridge expenditures were found to have a dominant share of the overall expenditures on Indiana’s highway system. Classes 2 (automobiles) and 9 (5-axle combination trucks) were found to have a dominant share of the cost responsibilities. It was determined that the user revenue sources contributed approximately 64% of the total state funding for highway expenditures and 36% were from non-user revenue sources. On the basis of the expenditures and revenues associated with the various user groups (vehicle classes) over the analysis period, this study found that inequities exist, albeit in varying degrees, among the highway user groups. Of the 13 vehicle classes, classes 1–4 were found to be overpaying their cost responsibilities while classes 5–13 are underpaying. For example, vehicle class 2 is overpaying its cost responsibility by 8% while vehicle class 9 is underpaying by 16%. It was also found that out-of-state on Indiana’s interstates, NHS non-interstates, non-NHS and local roads were 21%, 10%, 9%, and 7% respectively, of the total travel as a percentage of VMT on those families of highway systems.}, journal={Joint Transportation Research Program Publication}, author={Volovski, M. and Bardaka, Eleni and Zhang, Z. and Agbelie, B. and Labi, S. and Sinha, K.C.}, year={2015} }
 @article{bardaka_labi_haddock_2014, title={Using Enhanced Econometric Techniques to Verify the Service Life of Asset Interventions A Case Study for Indiana}, volume={2431}, ISSN={["2169-4052"]}, url={http://www.scopus.com/inward/record.url?eid=2-s2.0-84908450724&partnerID=MN8TOARS}, DOI={10.3141/2431-03}, abstractNote={In the current era, the highway environment is characterized by funding limitations, aging facilities, and increasing user expectations. In light of these trends, asset managers at most highway agencies have a fiduciary responsibility to apply management strategies and practices that not only are most cost-effective in a life-cycle context but also are in the best interests of taxpayers and highway users. To identify and implement effective rehabilitation strategies and practices, highway agencies need to verify information that was typically based on expert opinion, with reliable asset performance prediction tools and treatment service life estimates. This study provides an enhanced methodology to analyze pavement rehabilitation data and to develop estimates and ranges of treatment service lives. Pavement rehabilitation data typically consist of repeated measurements that form an unbalanced three-level nested structure, making analysis quite challenging. In this study, mixed linear modeling techniques are deployed to accommodate this structure and thus lead to less biased estimations compared with traditionally used approaches. The developed framework is applied to quantify the effectiveness of seven common rehabilitation treatments applied by the Indiana Department of Transportation in regard to their service lives and to validate the treatment service life values presented in the agency's current design manual.}, number={2431}, journal={TRANSPORTATION RESEARCH RECORD}, author={Bardaka, Eleni and Labi, Samuel and Haddock, John E.}, year={2014}, pages={16–23} }
 @inproceedings{bardaka_karlaftis_2012, title={Effects of rehabilitation treatments on pavement cracking: An empirical investigation}, booktitle={91st Annual Meeting of the Transportation Research Record}, author={Bardaka, E. and Karlaftis, M.}, year={2012} }