Browsing by Subject "Transitway Impacts Research Program"

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Addressing Accessibility and Equity Along Transitways: Toward a Mixed Methods Toolkit—Part 1
(Center for Transportation Studies, University of Minnesota, 2021-01) Carlson, Kristin; Owen, Andrew
This report presents the results of a transit accessibility analysis for the B, D, E, Gold, and Rush Line transitways in the Twin Cities. Census block level access to grocery stores, healthcare facilities, and high schools is evaluated in two stages. Stage one evaluates the B, D, and E Lines, while stage two builds on stage one by adding the Gold and Rush Lines to the transit network. Accessibility results are disaggregated by five worker demographic categories including age, educational attainment, monthly earnings, race, and sex. The results highlight access to two destinations, which capture some of the choice set available to workers. The D Line consistently improves travel times to grocery, healthcare, and high school destinations. Between 30% and 50% of the workers living within a half-mile of a D Line transit stop experience a 1-to-5-minute travel time savings. The B and E Lines also bring travel time savings to the workers living near these transit routes but to a lesser extent than the D Line. Blocks within the Gold Line corridor experience the greatest travel time reduction to high schools, while the Rush Line area experiences significant travel time reductions to grocery destinations.
Addressing Accessibility and Equity Along Transitways: Toward a Mixed Methods Toolkit—Part 2
(Center for Transportation Studies, University of Minnesota, 2021-03) Fisher, Thomas; Hang, Joseph; Ogranovich, Dan; Chao, Lynda
This report presents a mixed-methods toolkit for use in community engagement as part of transitway planning and design. Although the tools apply to any type of transit in any location, they were developed in relation to three planned transitways in the Twin Cities: the B, Rush, and Gold lines. The report looks at one or more station areas along these lines, analyzing their accessibility and equity issues and showing how the toolkit might be used to improve the experience of transit users. The report also describes each tool, gives examples of its use, and discusses how, when, and where it might best be used as well as who might use it and for what reason. The tools work independently, but they also constitute a single toolkit, complementing each other as part of community engaged transit planning. The tools also work remotely as well as for in-person settings, on digital platforms as well as in print, and asynchronously as well as synchronously. The tools have an educational component, explaining in simple language and through visual descriptions the meaning of the various terms frequently encountered in transitway planning and urban design, with the goal of equipping people with the knowledge they need to have a more informed engagement process.
After Study of The Bus Rapid Transit A Line Impacts
(Center for Transportation Studies, University of Minnesota, 2018-12) Tomhave, Benjamin; Zhang, Yufeng; Khani, Alireza; Hourdos, John; Dirks, Peter; Olsson, Jack; Tao, Tao; Wu, Xinyi; Cao, Jason
In response to the limited awareness surrounding Bus Rapid Transit (BRT) and the A Line, this study provides answers to questions regarding the operation and public perception of the A Line in the Twin Cities region, Minnesota. Two traffic scenarios were studied, one for high-volume oversaturated traffic during the Minnesota State Fair, and a second for normal operating conditions. For both scenarios, intersection queue length and traffic flow rate were compared before and after an A Line bus. It was found that in both time periods (Fair and non- Fair), the dwelling of an A Line bus during a green traffic signal did not have a statistically significant impact on intersection queue length or traffic-flow rate at either of the two researched stations. From an analysis of the 2016 On-Board Survey, it was determined that passengers are more satisfied by the overall service of the A Line than local buses while there is not a significant difference in overall satisfaction compared to express buses, light rail and commuter rail. The top three important service attributes to overall satisfaction are “paying my fare is easy,” “hours of operation,” and “handling of concerns/complaints.” It is recommended that the transit agency improve the attributes that have higher relative influences and lower mean performances. Based on this criterion, the attributes that should be given priority are “shelter/station conditions and cleanliness” and “behaviors of other passengers and atmosphere on board.”
Assessing Neighborhood and Social Influences of Transit Corridors
(Center for Transportation Studies, University of Minnesota, 2012-07) Fan, Yingling; Guthrie, Andrew
This research investigates neighborhood and social influences of major transit improvements in the Twin Cities metropolitan area. To delineate a comprehensive picture, this research focuses on four transit corridors—Hiawatha LRT, NorthStar Commuter Rail, Cedar Avenue BRT, and Central Corridor LRT—each of which is at a different stage of planning, construction, or operation. The project undertakes a general quantification of neighborhood social change in transit served areas. For each corridor, the researchers also investigate inter-neighborhood and inter-corridor variations in social change, and examine residents' and business owners' perceptions of neighborhood social change, as well as of the specific impacts of transit corridors. A mix of quantitative analysis and survey research is used. By examining a wide range of system development stages including planning, construction, and operation, research findings will help policy makers determine at what point in the timelines of major transit capital projects policy responses are needed and likely to be most effective. By covering a variety of transit technologies including LRT, BRT and Commuter Rail, as well as a diverse range of urban and suburban neighborhoods, results from this research will help policy makers make more informed decisions about how to prevent and mitigate socially harmful neighborhood changes associated with various types of transitways. The research also presents strategies for engaging residents and businesses with negative, neutral and positive perceptions of transit projects in the transitway development process.
Assessing Neighborhood and Social Influences of Transit Corridors (Research Brief)
(Center for Transportation Studies, University of Minnesota, 2012-10) Fan, Yingling; Guthrie, Andrew
This four-page document summarizes a study (Assessing Neighborhood and Social Influences of Transit Corridors, CTS 12-19) that assessed how residents and businesses along transit corridors in the Twin Cities perceive neighborhood changes caused by transitways. Key findings include: (1) The majority of residents and businesses in transitway corridors have a positive view of transit induced neighborhood change. The extent of positive neighborhood change that transitway corridor residents and businesses anticipate varies widely from corridor to corridor. (2) People with any experience using light-rail transit, frequent transit users, and transit-dependent riders all have overwhelmingly positive attitudes regarding transit-induced neighborhood change. (3) Racial differences in perceptions of transit-induced neighborhood change do exist, with specific groups on certain corridors having markedly more negative or positive views than others. (4) Five key strategies may help address negative perceptions and possible negative impacts of transit-induced neighborhood change: address misperceptions, engage the neutrals, play to the strengths, include transit users, and conduct community-sensitive planning.
Can better connections increase transitway ridership? (Research Brief)
(Center for Transportation Studies, University of Minnesota, 2019-04) Center for Transportation Studies
This two-page research brief summarizes the highlights and findings for the research report Multimodal Connections with Transitways: Ridership, Access Mode, and Route Choice Implications (CTS 19-04).
Commercial Gentrification Along Twin Cities Transitway Corridors
(Center for Transportation Studies, University of Minnesota, 2022-05) Wexler, Noah; Fan, Yingling
This report examines how the construction and operation of Light Rail and Bus Rapid Transit corridors in the Twin Cities metropolitan area affected commercial gentrification. Using data on establishments providing retail, food, or personal services, we use several econometric approaches to examine how both the construction and operation of new transit affected sales, employment, and concentration of nearby establishments. We estimate separate models for small single-location firms and establishments affiliated with larger multiple-location firms. Overall, we find that robust evidence that the Green Line reduced sales for single-location firms. We also find some evidence that the A Line BRT slightly reduced sales and employment for the same types of firms. By contrast, the Blue Line did not have significant effects on nearby stores. We use the Green Line as a case study to examine the mechanisms of transit-induced commercial gentrification, finding that gentrification effects are correlated with positive residential construction effects. These findings suggest that transit-induced gentrification is dependent on transit's affects on surrounding physical infrastructure, pointing to actionable policy remedies that can protect small firms during periods when nearby construction may disrupt business.
Dedicated transit lanes help attract riders, reduce carbon emissions
(Center for Transportation Studies, University of Minnesota, 2024-06) Center for Transportation Studies
This research brief summarizes report CTS 23-09, The Value of Dedicated Right of Way (ROW) to Transit Ridership and Carbon Emissions, that examined the influence of four types of ROW on transit ridership and emissions.
Demographic and Behavioral Differences between Hiawatha Light-Rail and Other Transit Riders (Research Brief)
(Center for Transportation Studies, University of Minnesota, 2009-10) CTS; Cao, Jason
This two-page research brief summarizes Understanding Transportation Impacts of Transitways: Demographic and Behavioral Differences between Transitway Riders and Other Transit Riders (CTS 09-16) which examines the profile of transit riders in the Twin Cities and explores the environmental factors influencing mode choice of access to transitways. Researchers compared demographic and behavioral differences in riders of light rail, local buses, express buses, and premium express buses. Light-rail transit balances efficiency and equity by serving both riders who depend on transit and those who use transit by choice.
Economic Development Impacts of Bus Rapid Transit
(Center for Transportation Studies, University of Minnesota, 2016-01) Guthrie, Andrew; Fan, Yingling
Bus rapid transit (BRT) will play an increasingly important role in the Twin Cities transit system in the future. A key aim of transit corridor investments is improving access to jobs, particularly jobs for which disadvantaged workers are likely to be qualified. Transit improvements enhance job access by shortening journey times, but the greatest possible accessibility benefits require station-area job growth that is not restricted to central business districts. This research compares job growth within one half mile of new light rail and bus rapid transit stations implemented in the Twin Cities and peer regions between 2003 and 2010, broken down by sector are wage categories. Fixed transit infrastructure (light rail tracks or BRT dedicated guideways), total street mileage in station areas, proximity to central business districts and overall regional economic strength are associated with more station-area jobs. Policy recommendations include building a strong corridor identity for arterial BRT lines, proactive job growth promotion efforts along BRT lines in general and a continued focus on social and racial equity concerns.
Evaluating Twin Cities Transitways’ Performance and their Interaction with Traffic on Neighboring Major Roads
(Center for Transportation Studies, University of Minnesota, 2015-03) Hourdos, John; Lehrke, Derek
Long-term, regional travel demand models are essential tools used by planning organizations for resource management, project scheduling, and impact studies. Developed primarily at the macroscopic level, these tools lack sufficient detail to capture the influence of local geometry, dynamic traffic controls, or advanced transportation demand management (ATDM) strategies. To bridge the gap, a hybrid mesoscopic-microscopic model was developed. The core of the model, surrounding two light rail corridors in Minneapolis-Saint Paul, Minnesota, was developed at high resolution for microscopic simulation to capture the interaction between traffic signals, transit systems, and the road network. The remainder of the greater Twin Cities area was implemented based on the Regional Planning Model (RPM) maintained by the Metropolitan Council. Interfacing the Aimsun-based hybrid model with the Cube-based RPM, the Twin Cities Metro Hybrid Simulation was used to iteratively improve mode choice and traffic assignment to achieve a dynamic user equilibrium state. Important lessons were learned regarding the effort required to develop and maintain such a model with implications for future large scale regional modelling.
Exploring Strategies for Promoting Modal Shifts to Transitways
(Center for Transportation Studies, University of Minnesota, 2015-12) Cao, Jason; Fan, Yingling; Guthrie, Andrew; Zhang, Yi
Transitways represent large public investments whose positive impacts must be maximized whenever possible to justify the expenditures they entail. Prominent among those looked-for positive impacts is the encouragement of automobile-to-transit mode shifts by attracting increased transitway ridership. This study explores the impacts of travel time, travel cost, and population density on mode choice, using the 2010 Travel Behavior Inventory. We found a monetary value of in-vehicle travel time of $17.5/hour and a transfer penalty of $10, equivalent to 35 minutes in-vehicle travel time. Density, especially at destinations, has important effects, but travel time is the key to promote the shift to transit. The research also employs a Direct Ridership Model (DRM) to predict boardings at the station level as a function of transit-supportive policies. We find that station-area focused policies promoting affordable housing and sidewalks on all streets in station areas or entire cities have a significant and positive impact on ridership if there are sufficient potential destinations in the immediate station area, measured as the number of Google places within 100 meters. Based on our results, we stress the importance of station area affordable housing as a transit system efficiency measure, as well as for the social equity reasons it is usually encouraged. We recommend strengthening proaffordable housing policies and pro-sidewalk policies in Twin Cities station areas, supporting and encouraging for the neighborhood-scale commercial development that is required for their efficacy, and the continued implementation of pro-affordable housing policies and pro-sidewalk policies as the regional transitway system expands.
Exploring the Walking Tolerance of Transitway Users
(Minnesota Department of Transportation, 2017-09) Cao, Jason; Lampe, Joseph; Zhang, Chen
To park or to develop is always a key question for transit station area planning. Planners are interested in a hybrid option: siting park-and- ride (P&R) facilities at the periphery of development around transitway stations. However, the literature offers little evidence on how far a P&R lot can be located from transitways while maximizing ridership and revenue. Using a stated preference survey of 568 P&R users in the Twin Cities, this study conducted several experiments to illustrate their walking tolerance and identify built environment attributes that influence the walking distance. Walking distance is much more important than intersection safety, pedestrian infrastructure, and building appearance in affecting P&R users’ choice. The average walking distance is three city blocks when the minimum walking distance is set as two blocks in the experiments. Intersection safety, pedestrian infrastructure, and building appearance help mitigate the disutility of walking distance. If all three characteristics are adequate, it seems that P&R users are willing to walk 1.8 blocks farther than their existing facilities. A further analysis shows that the effects of these four dimensions vary by transit type. The analysis of stated importance illustrates that when determining how far P&R users are willing to walk, they value snow clearance, street lighting, and intersection safety the most. In general, the quality of sidewalk network connecting transit stops and P&R facilities is the most important, followed by safety and security attributes associated with the walking environment. However, the aesthetic quality seems to be the least important for P&R users.
The Hiawatha Line: Impacts on Land Use and Residential Housing Value
(Center for Transportation Studies, 2010-02) Goetz, Edward G.; Ko, Kate; Hagar, Aaron; Ton, Hoang; Matson, Jeff
This report presents the results of an examination of the economic and land-use impacts of the Hiawatha Light Rail Line. Specifically, the report contains findings on the impact of the line on residential property values, housing investment, and land-use patterns. Property value impacts were determined through the creation of a hedonic pricing model for single-family and multi-family residential properties within a one-half mile radius of the Hiawatha Line stations. Price trends within station areas were examined both prior to and after completion of the Hiawatha Line in 2004 and in comparison to a control area of southeast Minneapolis. Housing investment trends were investigated through an examination of building permit data, also broken down into pre- and post-construction periods. Land use patterns were examined through analysis of the Metropolitan Council’s seven-county land use data base. The findings indicate that construction of the Hiawatha Line has had a positive effect on property values within station areas. The effect is limited to the west side of the line; on the east side a four-lane highway and a strip of industrial land uses intervenes and eliminates any positive impact of the line. Results also show a high level of residential investment (as measured by dollar value of the investment) within station areas compared to the control area. No changes in land use patterns were detected since completion of the light rail line. This study demonstrates that completion of the Hiawatha Line has generated value and investment activity in the Minneapolis housing market.
The Hiawatha Line: Impacts on Land Use and Residential Housing Value (Research Brief)
(2009-10) CTS; Goetz, Edward G.
This 2-page research brief highlights research report CTS 10-09, The Hiawatha Line: Impacts on Land Use and Residential Housing Value, which examined the economic impacts of transitways - specifically, the impacts of the Hiawatha Light Rail Transit Line, which stretches from downtown Minneapolis, Minnesota, to its southern suburbs. Researchers explored how construction of the light-rail line and rail transit stations affects residential property values, land use patterns, and housing investment.
How Light-Rail Transit Improves Job Access for Low-Wage Workers (Research Brief)
(Center for Transportation Studies, University of Minnesota, 2010-03) CTS; Fan, Yingling
This 2-page research brief highlights the study, Impact of Twin Cities Transitways on Regional Labor Market Accessibility: A Transportation Equity Perspective (CTS 10-06), that aimed to uncover whether Twin Cities transitways effectively connect low-wage workers with suitable job opportunities. It focused on the impacts of the Hiawatha light-rail line, which runs between downtown Minneapolis and its southern suburbs. Construction on the Hiawatha line began in 2001 and was completed in 2004. The study also examines whether households and employers have relocated to take advantage of benefits provided by transitways.
Impact of Transitways on Travel on Parallel and Adjacent Roads and Park-and-ride Facilities
(Minnesota Department of Transportation, 2021-01) Webb, Alex; Tao, Tao; Khani, Alireza; Cao, Jason; Wu, Xinyi
Transitways such as light rail transit (LRT) and bus rapid transit (BRT) provide fast, reliable, and high-capacity transit service. Transitways have the potential to attract more riders and take a portion of the auto mode share, reducing the growth of auto traffic. Park-and-ride (PNR) facilities can complement transit service by providing a viable choice for residents who are without walking access to transit or those who prefer better transit service such as LRT or BRT. In this study, we conducted two research tasks on Transitways services in the Twin Cities region in Minnesota; 1) to examine the impact of the operation of the Green Line LRT on the annual average daily traffic (AADT) of its adjacent roads, and 2) to estimate a PNR location choice model in the Twin Cities metropolitan area.
Impact of Twin Cities Transitways on Regional Labor Market Accessibility: A Transportation Equity Perspective
(Center for Transportation Studies, University of Minnesota, 2010-06) Fan, Yingling; Guthrie, Andrew; Teng, Rose
This study evaluates the impact of the Hiawatha light rail line on job accessibility for the economically disadvantaged, seeking to further understanding of transit’s role in promoting social equity, and to identify commute flow changes among low-wage workers. The results will inform more equitable transit polices and improvements in the future. Numerous studies find spatial mismatch is an impediment to employment for low-wage workers. While transit is recognized as a tool for improving outcomes, results of empirical research are mixed. Several studies find positive relationships; others find none. The study examines changes in jobs accessible by transit throughout the service day. We utilize Geographic Information Systems (GIS) map analysis, summary statistics and regression analysis. Regression models estimate before- and after-LRT accessibility as a function of distance to the nearest transit stop, location within the immediate area of a light rail station or other transit premium stop, and of various demographic variables. We examine shifts in actual home-to-work commute flows using the Longitudinal Employment and Housing Database (LEHD) Origin-Destination Matrix. We employ GIS map analysis, summary statistics and regression analysis. Regression models estimate shifts in where individuals commute from and to as a function of distance to the nearest transit stop at both ends of a commute, location within the immediate area of a light rail station or other premium transit stop at both ends of a commute, and of various demographic variables. The report makes recommendations for applying our method to future transitways. Policy implications are discussed.
Impacts of Highway and Transitway Construction on Nearby Businesses
(Center for Transportation Studies, University of Minnesota, 2023-12) Center for Transportation Studies
This research brief pertains to report CTS 22-02, Commercial Gentrification Along Twin Cities Transitway Corridors, and report MnDOT 2023-30, The Effects of Highway Improvement Projects on Nearby Business Activity.
The Impacts of LRT and Neighborhood Characteristics on Auto Ownership (Research Brief)
(Center for Transportation Studies, University of Minnesota, 2015-01) Cao, Jason; Center for Transportation Studies
This two-page research brief summarizes the objectives and findings for the research report CTS 15-10, The Influences of the Hiawatha LRT on Changes in Travel Behavior: A Retrospective Study on Movers.

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