JTLU Volume 6, No. 2 (2013)

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https://hdl.handle.net/11299/170178

Table of Contents:

Mobility, access, and choice: A new source of evidence, pp. 1-4

Explaining walking distance to public transport: The dominance of public transport supply, pp. 5-20

Metropolitan smart growth centers: An assessment of incentive policies in four regions, pp. 21-32

Development of a temporal and spatial linkage between transit demand and land-use patterns, pp. 33-46

Spatial modeling of bicycle activity at signalized intersections, pp. 47-58

Modeling the land-use correlates of vehicle-trip lengths for assessing the transportation impacts of land developments, pp. 59-75

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Mobility, access, and choice: A new source of evidence
(Journal of Transport and Land Use, 2013) Metz, David
The availability of a large national data set of accessibility indicators allows investigation of the relationship between mobility and access to, and choice of, key destinations for the population of England. The destinations considered are primary and secondary schools, further education colleges, family doctors, hospitals, food stores, and places of employment. For the populations of 353 local authorities, the average extent of choice of these destinations is estimated as a function of travel time and mode. It is concluded that high levels of access and choice are available to the large part of the population that has available a car or good public transport. This finding is consistent with the suggestion that the demand for daily travel has saturated.
Explaining walking distance to public transport: The dominance of public transport supply
(Journal of Transport and Land Use, 2013) Daniels, Rhonda; Corinne, Mulley
Potential influences on explaining walking distance from home to access public transport are investigated, including trip and demographic characteristics and public transport supply. In Sydney, Australia, people walk farther to the train than to the bus, the distributions of walking distances are different for each mode, and the trip and demographic characteristics of train and bus users are different. Given the decision to walk to public transport, demographic characteristics such as age, gender, income, and labor force status and trip characteristics such as trip purpose, time of day and week, fare and ticket type, and trip duration are not significant in explaining walking distance to each mode of public transport. The mode of the public transport trip is the most important determinant of walking distance, reflecting the different supply and spacing of each mode. For instance, there are many more bus stops than train stations. The differences between train and bus users suggest that accessibility initiatives for public transport might not be the same for each mode.
Metropolitan smart growth centers: An assessment of incentive policies in four regions
(Journal of Transport and Land Use, 2013) Margerum, Richard; Brody, Susan; Parker, Robert; McEwen, Gail
Across the United States, metropolitan areas face challenges related to transportation and land use. An emerging policy in many regions is to promote development around higher-density, mixed-use (smart-growth) centers that create locally accessible nodes; many of these nodes are also linked to transit stops. Some metropolitan planning organizations (MPOs) have developed regional plans and incentive programs to encourage local governments to develop these centers. Incentives include grants as well as funding criteria in transportation improvement programs (TIP) that favor projects supporting centers. This paper assesses these policies as they have been applied in: (1) Puget Sound, Washington; (2) Portland, Oregon; (3) Denver, Colorado; and (4) San Diego, California. For the four regions we reviewed documents, conducted 40 interviews with key individuals, administered an online survey of 450 experts (response rate = 44 percent), and held a two-day forum involving 40 participants. We found that incentive policies by themselves were having a limited impact because they are new and offer small amounts of funding relative to local government needs and market forces. However, when incentives are combined with plans, policies, and transit investment, they provide a significant foundation for promoting growth around centers. There are a number of ways these policies can be improved, and many policies are transferable to other metropolitan regions.
Development of a temporal and spatial linkage between transit demand and land-use patterns
(Journal of Transport and Land Use, 2013) Lee, Sanggu; Hickman, Mark; Tong, Daoqin
We are exploring ways to capture the temporal and spatial dimensions of the use of public transit. Specifically, we are investigating how different land uses affect the spatial and temporal demand for public transit services. Spatially, the availability of new data collection technology in public transit allows us to examine transit demand at the individual stop level. Our hypothesis, however, is that transit users' activity may not be originated from or destined to an individual stop per se; rather, the activity is associated with a specific location in the vicinity of the stop, and this location may be "covered" by several adjacent transit stops. More importantly, understanding the transit demand at this aggregate level (an aggregate "catchment" area) can enhance the ability to define a specific land-use type and the temporal characteristics related to passengers' activities. Temporally, we seek to understand the relationship between the demand for public transit service at specific times of the day and the associated land uses that may strongly influence the timing of that demand. To explore these dimensions, this study: 1) proposes a method of stop aggregation; 2) generates transit service areas based on these aggregated stops; 3) develops a set of metrics to better represent land-use types within these service areas; and 4) examines the spatial and temporal characteristics of transit demand for these service areas. These methods are applied to a case study using land-use and transit demand data from the Minneapolis–St. Paul metropolitan area.
Spatial modeling of bicycle activity at signalized intersections Jillian Strauss, Luis F Miranda-M
(Journal of Transport and Land Use, 2013) Strauss, Jillian; Miranda-Moreno, Luis
This paper presents a methodology to investigate the link between bicycle activity and built environment, road and transit network characteristics, and bicycle facilities while also accounting for spatial autocorrelation between intersections. The methodology includes the normalization of manual cyclist counts to average seasonal daily volumes (ASDV), taking into account temporal variations and using hourly, daily, and monthly expansion factors obtained from automatic bicycle count data. To correct for weather conditions, two approaches were used. In the first approach, a relative weather ridership model was generated using the automatic bicycle count and weather data. In the second approach, weather variables were introduced directly into the model. For each approach, the effects of built environment, road and transit characteristics, and bicycle facilities on cyclist volumes were determined. It was found that employment, schools, metro stations, bus stops, parks, land mix, mean income, bicycle facility type (bicycle lanes and cycle tracks), length of bicycle facilities, average street length, and presence of parking entrances were associated with bicycle activity. From these, it was found that the main factors associated with bicycle activity were land-use mix, cycle track presence, and employment density. For instance, intersections with cycle tracks have on average 61 percent more cyclists than intersections without. An increase of 10 percent in land-use mix or employment density would cause an increase of 8 percent or 5.3 percent, respectively, in bicycle flows. The methods and results proposed in this research are helpful for planning bicycle facilities and analyzing cyclist safety. Limitations and future work are discussed at the end of this paper.
Modeling the land-use correlates of vehicle-trip lengths for assessing the transportation impacts of land developments
(Journal of Transport and Land Use, 2013) Srinivasan, Sivaramakrishnan; Provost, Russell; Steiner, Ruth
This study developed models that relate trip lengths to the land-use characteristics at the trip ends (both production and attraction ends). Separate models were developed by trip purpose. The results indicate several statistically significant and intuitively reasonable effects of land-use patterns. High residential densities and a good mix of complementary land uses are associated with shorter trips. Larger establishments attract longer trips, and the lengths of home-based other trips decrease with an increase in the number of convenient commercial land- use parcels in the neighborhood. The connectivity provided by the roadway network and the urban form of the area (measured in terms of number of intersections and cul-de-sacs) affect trip lengths. In addition to the local land-use characteristics, trip lengths also vary significantly by the location of the neighborhood within the region. All these results hold even after controlling for several trip and traveler characteristics. The models have been implemented in a spreadsheet program for use in assessing the transportation impacts of new land developments.