Browsing by Subject "Travel Behavior"
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Item Access Across America: Auto 2018(Center for Transportation Studies, University of Minnesota, 2020-03) Owen, Andrew; Murphy, BrendanAccessibility is the ease and feasibility of reaching valued destinations. It can be measured for a wide array of transportation modes, to different types of destinations, and at different times of day. There are a variety of ways to define accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This study estimates the accessibility to jobs by auto for each of the 11 million U.S. census blocks and analyzes these data in the 50 largest (by population) metropolitan areas. Travel times are calculated using a detailed road network and speed data that reflect typical conditions for an 8 a.m. Wednesday morning departure. Additionally, the accessibility results for 8 a.m. are compared with accessibility results for 4 a.m. to estimate the impact of road and highway congestion on job accessibility. Rankings are determined by a weighted average of accessibility, with a higher weight given to closer, easier-toaccess jobs. Jobs reachable within 10 minutes are weighted most heavily, and jobs are given decreasing weights as travel time increases up to 60 minutes. This report presents detailed accessibility values for each metropolitan area, as well as block-level maps which illustrate the spatial patterns of accessibility within each area. A separate publication, Access Across America: Auto 2018 Methodology, describes the data and methodology used in this evaluation.Item Access Across America: Auto 2018 Methodology(Center for Transportation Studies, University of Minnesota, 2020-04) Owen, Andrew; Murphy, BrendanAccessibility is the ease of reaching valued destinations. It can be measured across different times of day (accessibility in the morning rush might be lower than the less-congested midday period). It can be measured for each mode (accessibility by walking is usually lower than accessibility by transit, which is usually lower than accessibility by car). There are a variety of ways to measure accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This report describes the data and methodology used in the Access Across America: Auto 2018 report, which estimates the accessibility to jobs by auto for each of the 11 million U.S. census blocks and analyzes these data in the 50 largest (by population) metropolitan areas. Travel times are calculated using a detailed road network and speed data that reflect typical conditions for an 8 a.m. Wednesday morning departure. Additionally, the accessibility results for 8 a.m. are compared with accessibility results for 4 a.m. to estimate the impact of road and highway congestion on job accessibility. Rankings are determined by a weighted average of accessibility, with a higher weight given to closer, easier-toaccess jobs. Jobs reachable within 10 minutes are weighted most heavily, and jobs are given decreasing weights as travel time increases up to 60 minutes.Item Access Across America: Biking 2019(Center for Transportation Studies, University of Minnesota, 2020-11) Owen, Andrew; Murphy, BrendanAccessibility is the ease and feasibility of reaching valued destinations. It can be measured for a wide array of transportation modes, to different types of destinations, and at different times of day. There are a variety of ways to define accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This report focuses on accessibility to jobs by biking. Bicycle mode share for commute trips in the U.S. is typically very low and has remained stable at 0.6% of all commute trips since 2011; however, overall number of bicycle commuters nationwide has increased by 21.6% since 2010. This study estimates the accessibility to jobs by biking for each of the United States’ 11 million census blocks and analyzes these data in the 50 largest (by population) metropolitan areas. Travel times by biking are calculated using detailed roadway networks classified by their Level of Traffic Stress (LTS). As of the 2016 version of LEHD LODES data, statistics for federal jobs and workers are no longer included in the datasets. Accessibility data included in this report may be less accurate in metropolitan areas with large proportions of federal jobs, such as Washington, D.C. This report presents detailed accessibility values for each metropolitan area, as well as block-level maps which illustrate the spatial patterns of accessibility within each area. A separate publication, Access Across America: Biking 2019 Methodology, describes the data and methodology used in this evaluation.Item Access Across America: Biking 2019 Methodology(Center for Transportation Studies, University of Minnesota, 2020-11) Owen, Andrew; Murphy, BrendanAccessibility is the ease and feasibility of reaching valued destinations. It can be measured for a wide array of transportation modes, to different types of destinations, and at different times of day. There are a variety of ways to define accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This report describes the data and methodology used in the Access Across America: Biking 2019 report, which estimates the accessibility to jobs by bicycle for each of the 11 million U.S. census blocks and analyzes these data in the 50 largest (by population) metropolitan areas. This study estimates the accessibility to jobs by biking for each of the United States’ 11 million census blocks, and analyzes these data in the 50 largest (by population) metropolitan areas. Travel times by biking are calculated using detailed roadway networks classified by their Level of Traffic Stress (LTS). Rankings are determined by a weighted average of job accessibility; a higher weight is given to closer jobs, as jobs closer to origins are more easily reached, and are thus more valuable, than those further away. Jobs reachable within ten minutes are weighted most heavily, and jobs are given decreasing weights as travel time increases up to 60 minutes.Item Access Across America: Transit 2018(Center for Transportation Studies, University of Minnesota, 2020-02) Owen, Andrew; Murphy, BrendanAccessibility is the ease and feasibility of reaching valued destinations. It can be measured for a wide array of transportation modes, to different types of destinations, and at different times of day. There are a variety of ways to measure accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This study estimates the accessibility to jobs by transit and walking for each of the United States’ 11 million census blocks, and analyzes these data in the 50 largest (by population) metropolitan areas. Transit is used for an estimated 5 percent of commuting trips in the United States, making it the second most widely used commute mode after driving. Travel times by transit are calculated using detailed pedestrian networks and full transit schedules for the 7:00 – 9:00 a.m. period. The calculations include all components of a transit journey, including “last-mile” access and egress walking segments and transfers, and account for minute-by-minute variations in service frequency. This report presents detailed accessibility values for each metropolitan area, as well as block-level maps that illustrate the spatial patterns of accessibility within each area. A separate publication, Access Across America: Transit 2018 Methodology, describes the data and methodology used in this evaluation. This analysis uses the same tools and techniques as previous reports in the Access Across America: Transit series. However, beginning in data year 2018, federal jobs and federal workers are not included due to changes in underlying datasets from the U.S. Census Bureau. As a result, comparisons between 2017 and 2018 accessibility results are less accurate in areas where federal employment is a greater share of total employment.Item Access Across America: Transit 2018 Methodology(Center for Transportation Studies, University of Minnesota, 2020-02) Owen, Andrew; Murphy, BrendanAccessibility is the ease of reaching valued destinations. It can be measured across different times of day (accessibility in the morning rush might be lower than the less-congested midday period). It can be measured for each mode (accessibility by walking is usually lower than accessibility by transit, which is usually lower than accessibility by car). There are a variety of ways to measure accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This report describes the data and methodology used in the Access Across America: Transit 2018 report (http://hdl.handle.net/11299/218066), which examines accessibility to jobs by transit in the 50 largest (by population) metropolitan areas in the United States. Rankings are determined by a weighted average of accessibility, giving a higher weight to closer jobs. Jobs reachable within ten minutes are weighted most heavily, and jobs are given decreasing weight as travel time increases up to 60 minutes.Item Access Across America: Transit 2019(Center for Transportation Studies, University of Minnesota, 2020-10) Owen, Andrew; Murphy, BrendanAccessibility is the ease and feasibility of reaching valued destinations. It can be measured for a wide array of transportation modes, to different types of destinations, and at different times of day. There are a variety of ways to measure accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This study estimates the accessibility to jobs by transit and walking for each of the United States’ 11 million census blocks, and analyzes these data in the 50 largest (by population) metropolitan areas. Transit is used for an estimated 5 percent of commuting trips in the United States, making it the second most widely used commute mode after driving. Travel times by transit are calculated using detailed pedestrian networks and full transit schedules for the 7:00 – 9:00 a.m. period. The calculations include all components of a transit journey, including “last-mile” access and egress walking segments and transfers, and account for minute-by-minute variations in service frequency. This report presents detailed accessibility values for each metropolitan area, as well as block-level maps that illustrate the spatial patterns of accessibility within each area. A separate publication, Access Across America: Transit 2019 Methodology, describes the data and methodology used in this evaluation. This analysis uses the same tools and techniques as previous reports in the Access Across America: Transit series. GTFS data are now sufficiently consistent to allow for year to year comparisons of transit accessibility, and federal jobs and federal worker data are included in U.S. Census Bureau datasets in both data year 2018 and data year 2019. As a result, comparisons between 2018 and 2019 accessibility results allow for meaningful inferences in changes in employment, land use, and transportation networks.Item Access Across America: Transit 2019 Methodology(Center for Transportation Studies, University of Minnesota, 2020-10) Owen, Andrew; Murphy, BrendanAccessibility is the ease of reaching valued destinations. It can be measured across different times of day (accessibility in the morning rush might be lower than the less-congested midday period). It can be measured for each mode (accessibility by walking is usually lower than accessibility by transit, which is usually lower than accessibility by car). There are a variety of ways to measure accessibility, but the number of destinations reachable within a given travel time is the most comprehensible and transparent as well as the most directly comparable across cities. This report describes the data and methodology used in the Access Across America: Transit 2019 report, which examines accessibility to jobs by transit in the 50 largest (by population) metropolitan areas in the United States. Rankings are determined by a weighted average of accessibility, giving a higher weight to closer jobs. Jobs reachable within ten minutes are weighted most heavily, and jobs are given decreasing weight as travel time increases up to 60 minutes.Item Access to Destinations: Application of Accessibility Measures for Non-Auto Travel Modes(Minnesota Department of Transportation, Research Services Section, 2009-07) Krizek, Kevin J.; Iacono, Michael; El-Geneidy, Ahmed; Liao, Chen Fu; Johns, RobertConventional transportation planning is often focused on improving movement (or mobility)—most often by the automobile. To the extent that accessibility, a well-known concept in the transportation planning field since the 1950s, has been measured or used in transportation planning, such measures have also been auto-based. Broadening the scope of accessibility to include a wide array of destinations and non-auto modes such as walking, cycling, and transit has been previously proposed as a much needed aim among planning initiatives. A central issue is that to date, however, there have been few examples of measures draw from. When it comes to bicycling, walking, and transit measures of accessibility are an endeavor long on rhetoric but short on execution. This report discusses such hurdles, presents alternatives for overcoming them, and demonstrates how accessibility for walking, cycling, and transit—and for different types of destinations—can be reliably measured. We focus on explaining specific features of non-motorized transportation that complicate the development of accessibility measures, and offer solutions that conform to conventional transportation planning practice. In this research project, non-motorized measures of accessibility were developed for the entire seven counties of the Twin Cities (Minnesota, USA) metropolitan area. For purposes of this exposition in this report, we discuss the details of creating such measures using a sample application from Minneapolis, Minnesota, USA to demonstrate proof of concept for the endeavor.Item Network structure and travel.(2011-08) Parthasarathi, Pavithra KandadaiChanging the design aspects of urban form is a positive approach to improving transportation. Land use and urban design strategies have been proposed to not only to bring about changes in travel behavior but as a way of providing a better quality of life to the residents. While the research on the relationship between urban form and travel behavior has been pretty extensive, there is a clear gap in the explicit consideration of the underlying transportation network, even though researchers acknowledge its importance. This dissertation aims to continue on the research interest in understanding travel behavior while explicitly accounting for the underlying transportation network structure. Transportation networks have an underlying structure, defined by the layout, arrangement and the connectivity of the individual network elements, namely the road segments and their intersections. The differences in network structure exist among and between networks. This dissertation argues that travelers perceive and respond to these differences in underlying network structure and complexity, resulting in differences in observed travel patterns. This hypothesized relationship between network structure and travel is analyzed in this dissertation using individual and aggregate level travel and network data from metropolitan regions across the U.S. Various measures of network structure, compiled from existing sources, are used to quantify the structure of street networks. The relation between these quantitative measures and travel is then identified using econometric models. The underlying principle of this research is that while the transportation network is not the only indicator of urban form and travel, an understanding of the transportation network structure will provide a good framework for understanding and designing cities. The importance of such an understanding is critical due to the long term and irreversible nature of transportation network decisions. The comprehensive analyses presented in this dissertation provide a clear understanding of the role of network design in influencing travel.Item Optimizing a Public Transportation System based on Young Drivers’ Attitudes and the Theory of Planned Behavior Factors(PriMera Scientific Publishers, 2023-04) Seecharan, TurunaIn Duluth, the largest demographic living in poverty is 18-24-year-olds. Drivers within this age range are also over-represented in crash statistics in the state of Minnesota. Further, owning and operating a personal vehicle can be costly, especially for young drivers with no stable or high income. Sustainable commute modes include commuting with low impact on the environment, transporting more than one passenger, or replacing fossil fuels with green energy. Behavioral changes are necessary to get the maximum benefits from sustainable commuting such as encouraging the use of alternative modes of transportation like the public transportation system. Although the benefits of sustainable commuting include saving money, being eco-friendly, and having a positive social impact on society, a survey of 370 18-24-year-old drivers found that 46% choose their vehicle as their primary commuting option. This research explores the perception of young drivers in Duluth toward the use of public transportation. Based on the factors from the Theory of Planned Behavior (TPB), the study shows that even if their attitude was favorable and there existed a strong social structure, within Duluth, toward using the bus, control factors exist that impede their decision to use the bus. If these factors are not addressed, then ridership will continue to be low.