Transportation Journal Impact Factor & Information

Publisher: Springer Verlag

Journal description

Although the transportation needs of cities and nations around the world may differ in detail there is much that is common. The benefit to be derived by sharing research findings and practical experience is therefore vast. Transportation lends itself to that vital process of information exchange by publishing carefully selected papers which advance the international fund of knowledge. Transportation focuses on issues of direct relevance to those concerned with the formulation of policy the preparation and evaluation of plans and the day-to-day operational management of transport systems. It concerns itself with the policies and systems themselves as well as with their impacts on and relationships with other aspects of the social economic and physical environment. Transportation is relevant to all parts of the world: industrialized newly industrialized or developing. The journal has no model bias and is totally apolitical. Its mission is simply to help improve the transportation of people and goods by bringing an improved understanding of the subject to the theorists practitioners and policy makers who study it.

Current impact factor: 2.36

Impact Factor Rankings

2015 Impact Factor Available summer 2016
2014 Impact Factor 2.358
2012 Impact Factor 1.657
2011 Impact Factor 1.023
2010 Impact Factor 1.875
2009 Impact Factor 1.512
2008 Impact Factor 1.767
2007 Impact Factor 1.242
2006 Impact Factor 0.854
2005 Impact Factor 1.19
2004 Impact Factor 0.795
2003 Impact Factor 1.05
2002 Impact Factor 0.757
2001 Impact Factor 0.41
2000 Impact Factor 0.25
1999 Impact Factor 0.316
1998 Impact Factor 0.595
1997 Impact Factor 0.378
1996 Impact Factor 0.432
1995 Impact Factor 0.447
1994 Impact Factor 0.538
1993 Impact Factor 0.2
1992 Impact Factor 0.25

Impact factor over time

Impact factor

Additional details

5-year impact 2.48
Cited half-life 8.00
Immediacy index 0.29
Eigenfactor 0.00
Article influence 0.82
Website Transportation website
Other titles Transportation
ISSN 0049-4488
OCLC 1624097
Material type Periodical
Document type Journal / Magazine / Newspaper

Publisher details

Springer Verlag

  • Pre-print
    • Author can archive a pre-print version
  • Post-print
    • Author can archive a post-print version
  • Conditions
    • Author's pre-print on pre-print servers such as
    • Author's post-print on author's personal website immediately
    • Author's post-print on any open access repository after 12 months after publication
    • Publisher's version/PDF cannot be used
    • Published source must be acknowledged
    • Must link to publisher version
    • Set phrase to accompany link to published version (see policy)
    • Articles in some journals can be made Open Access on payment of additional charge
  • Classification

Publications in this journal

  • [Show abstract] [Hide abstract]
    ABSTRACT: Background and aims: Car use in urban areas carries well known risks for negative effects on urban quality of life, the environment and land use. Previous psychological work has mainly studied the habit of using a car as a predictor variable, whereas only a few studies have focused on psychological factors that may underlie and shape the habit. The aim of the present study is to examine demographic characteristics, spatial variables and social-psychological factors associated with car habit use strength. Method: The results are based on a survey conducted in a random urban population-based sample with car access recruited from the Norwegian population registry (n = 878). Results: Car use habit strength was stronger among male than female respondents and tended to be weak with a lower income. Multivariate logistic regression showed that reporting pro-environmental attitudes and personal norms predicted a weak car use habit strength, while reporting strong priority of flexibility and a long distance from home to work predicted a strong car use habit strength. Discussion: Car use habit is influenced by multiple demographic, spatial and social-psychological factors, which should be carefully addressed in interventions aimed at reducing the likelihood of developing a strong car habit strength.
    Transportation 12/2015;
  • Jianchuan Xianyu · Soora Rasouli · Harry Timmermans ·

    Transportation 11/2015; DOI:10.1007/s11116-015-9666-2

  • Transportation 11/2015; DOI:10.1007/s11116-015-9667-1

  • Transportation 11/2015; DOI:10.1007/s11116-015-9663-5
  • [Show abstract] [Hide abstract]
    ABSTRACT: In 2015 the New York Islanders, a professional men’s ice hockey team in the National Hockey League, will relocate to an arena with more transportation options for fans. The team currently plays at Nassau Coliseum in Uniondale, Long Island, NY, with limited public transportation access. They will move 23 miles west to the Barclays Center, an arena in the heart of Brooklyn, NY, with many public transportation options. This study examined fan characteristics which may influence their likelihood of attending Islanders games at the Barclays Center, including familiarity with public transportation, frequency of game attendance, and demographic factors. An online survey of Islanders fans captured fans’ transportation behaviors when traveling to Islanders games at Nassau Coliseum and their projected frequency of attendance after the move, among other variables. Binary and ordered logistic regression models tested the significance of fan characteristics on the likelihood they attended a pre-season Islanders game held at the Barclays Center in September, 2013, and on how frequently respondents reported they will attend future games in Brooklyn. For both models, fans who use regional rail every workday, compared to those who do not, were significantly more likely to have attended the pre-season game and to report they will attend future games. Transit-use variables performed stronger in models than variables representing fans’ work locations. The results exemplify the importance of familiarity with public transportation options when making mode choice decisions, bolstering the importance of transportation demand management strategies when opening new or relocating existing large event venues.
    Transportation 11/2015; 42(6). DOI:10.1007/s11116-015-9652-8
  • [Show abstract] [Hide abstract]
    ABSTRACT: A traveler’s willingness to pay for travel time savings depends on his/her socio-economic characteristics, travel purpose, and situational factors such as time pressure under which the travel is undertaken. Earlier literature on value of time (VOT) analysis focused mostly on the first two factors but did not examine the last factor thoroughly. However, in the real world we expect that (at least in most cases) a worker would be willing to pay more during the before-work period than during the after-work period since most of the workers should reach their respective work places by a certain time while the after-work schedule in general should be more relaxed. The additional time pressure during the before-work period makes time more valuable, thus increasing VOT. In some cases, where a worker with a flexible schedule has a high-priority post-work activity with a fixed schedule (for example, tickets to a concert) the situation can be reversed. The current study aims to capture such impacts of daily activity patterns on a person’s VOT using a comprehensive trip segmentation framework that is comprised of several integrated mode and trip departure time-of-day choice models. Each of these integrated models was estimated using both Revealed Preference and Stated Preference data from a large-scale GPS-assisted Household Travel Survey undertaken in Jerusalem, Israel. The results not only confirm the long-held hypothesis about variation of VOT by socio-economic factors and trip purpose but also shed light on the variation of VOT with daily travel patterns. To our knowledge, this is the first attempt to develop a rigorous modeling framework for capturing variation of VOT as a function of the individual daily activity pattern. An additional feature of the proposed approach is that it was practically implemented within the framework of an applied activity-based model.
    Transportation 10/2015; 42(6). DOI:10.1007/s11116-015-9654-6
  • [Show abstract] [Hide abstract]
    ABSTRACT: Although there is a significant body of work associating socio-demographics with activity-travel behaviors, very few prior studies have examined the relationship between changes in employment status and adaptations in activity-travel patterns. To examine this issue, this study employs data of the Puget Sound Panel Survey, comprising a total of 7135 respondents. Through descriptive analyses and a random parameters panel effects regression model, we analyze changes in the time spent on shopping between two consecutive waves of the panel differentiating between employment status transitions, after controlling for a set of socio-demographic variables and day of the week. Results indicate that while activity-travel patterns in general and shopping duration in particular are relatively stable for the groups showing no transitions in employment status, the transition groups show evidence of a reorganization of their shopping activities across the week. In addition, results of the model indicate that the relationship between change in employment status and dynamics in shopping behavior is not symmetrical.
    Transportation 10/2015; 42(6). DOI:10.1007/s11116-015-9655-5
  • [Show abstract] [Hide abstract]
    ABSTRACT: The future of travel will be affected by a number of disruptive changes, including advancements in vehicle technology, such as automated vehicles, changes in population demographics and the economy, and lifestyle changes. It is difficult to say just how much each change will affect the amount and type of travel in the future, especially given the amount of uncertainty there is regarding the trajectory of these changes and their effects. The authors examined changes that are likely to affect transportation behaviors in the future, developed a “fuzzy cognitive map” (FCM) of the relationships, and used the FCM model to investigate the effects of those relationships. The results of the study show that FCM models offer a promising method for transportation planners to enhance their ability to reason about system effects when quantitative information is limited and uncertain. More specifically, the results provide some initial guidance on the potential impacts of disruptive changes on future travel, which may help in targeting limited research funds on the most consequential potential changes.
    Transportation 10/2015; 42(6). DOI:10.1007/s11116-015-9657-3
  • Chenfeng Xiong · Lei Zhang ·
    [Show abstract] [Hide abstract]
    ABSTRACT: This paper proposes a conceptual framework to model the travel mode searching and switching dynamics. The proposed approach is structurally different from existing mode choice models in the way that a non-homogeneous hidden Markov model (HMM) has been constructed and estimated to model the dynamic mode searching process. In the proposed model, each hidden state represents the latent modal preference of each traveler. The empirical application suggests that the states can be interpreted as car loving and carpool/transit loving, respectively. At each time period, transitions between the states are functions of time-varying covariates such as travel time and travel cost of the habitual modes. The level-of-service (LOS) changes are believed to have an enduring impact by shifting travelers to a different state. While longitudinal data is not readily available, the paper develops an easy-to-implement memory-recall survey to collect required process data for the empirical estimation. Bayesian estimation and Markov chain Monte Carlo (MCMC) method have been applied to implement full Bayesian inference. As demonstrated in the paper, the estimated HMM is reasonably sensitive to mode-specific LOS changes and can capture individual and system dynamics. Once applied with travel demand and/or traffic simulation models, the proposed model can describe time-dependent multimodal behavior responses to various planning/policy stimuli.
    Transportation 10/2015; DOI:10.1007/s11116-015-9665-3

  • Transportation 09/2015; DOI:10.1007/s11116-015-9662-6

  • Transportation 09/2015; DOI:10.1007/s11116-015-9656-4

  • Transportation 09/2015; DOI:10.1007/s11116-015-9660-8

  • Transportation 09/2015; DOI:10.1007/s11116-015-9661-7
  • [Show abstract] [Hide abstract]
    ABSTRACT: Limited access to agricultural information constrains the well-being of farmers in developing countries and leads to environmental deterioration. Although new information-communication technologies (ICTs) are expected to alleviate this problem, the importance of physical mobility is rarely considered. This study explores the roles of motorized transport and mobile phones in the diffusion of agricultural information within and between Indonesian farming communities. In 2012, we surveyed 315 household heads from 16 coffee and cocoa farming groups in Sumatra. The respondents identified 1575 sources from which they obtained agricultural information, the exact location of the sources, and the mode of contact. In 2013, we followed up with in-depth interviews of 20 farmers to obtain a qualitative description of their agricultural information-seeking behavior. Although 75 % of respondents had a mobile phone, the main mode of information sharing was face-to-face meetings for 97 % of the elicited relationships. Mobile phones were used to communicate with people living at the edge of the regular physical mobility radius enabled by motorbikes (approximately 10 km). A hierarchical logit model was applied to examine the implications of the respondents’ tendency to use motorized transport vis-à-vis walking for information gathering. Respondents with a higher general preference for faster transport tended to have more extensive access to information from other communities. However, we also find weak evidence that individual motorized transport might decrease internal social contact and information exchange inside these communities. The policy implication for rural development in less-industrialized countries is that providing ICTs without increasing the inhabitants’ mobility through appropriate means may not significantly improve the inhabitants’ access to important information and the diffusion of successful agricultural practices.
    Transportation 09/2015; 42(5). DOI:10.1007/s11116-015-9646-6

  • Transportation 09/2015; 42(5):723-731. DOI:10.1007/s11116-015-9643-9