Understanding how several street attributes influence the frequency of cycle commuting is relevant for policymaking in urban planning. However, to better understand the impact of the built environment on people's choices, we must understand the subjective experience of individuals while cycling. This study examines the relationship between perceived satisfaction and the attributes of the built environment along the route. Data was collected from a survey carried out within one district of Santiago’s central business district (N=2,545). It included socio-demographic information, origin-destination and route, travel behavior habits, and psychometric indicators. Two models were estimated. The first, a satisfaction latent variable model by mode, confirms previous findings in the literature, such as the correlation between cycling and a more enjoyable experience, while adding some new findings. For instance, satisfaction increases with distance and the number of trips per week. The second is a hybrid ordered logit model for cycle commuting frequency that includes satisfaction, through a structural equation, that shows this latent variable plays a significant role in travel behavior. The presence of buses along the route decreases cycling satisfaction and frequency, while the trip length and the availability of cycle paths has the opposite effect for male and female cyclists. These results allow us to understand the main factors that deliver satisfaction to cyclists and therefore induce frequent cycle commuting. Overall, our study provides evidence of the need for policymakers to focus their strategies so as to effectively promote cycling among different types of commuters.
{"title":"role of perceived satisfaction and the built environment on the frequency of cycle-commuting","authors":"T. Echiburú, Ricardo Hurtubia, J. Muñoz","doi":"10.5198/JTLU.2021.1826","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1826","url":null,"abstract":"Understanding how several street attributes influence the frequency of cycle commuting is relevant for policymaking in urban planning. However, to better understand the impact of the built environment on people's choices, we must understand the subjective experience of individuals while cycling. This study examines the relationship between perceived satisfaction and the attributes of the built environment along the route.\u0000Data was collected from a survey carried out within one district of Santiago’s central business district (N=2,545). It included socio-demographic information, origin-destination and route, travel behavior habits, and psychometric indicators. Two models were estimated. The first, a satisfaction latent variable model by mode, confirms previous findings in the literature, such as the correlation between cycling and a more enjoyable experience, while adding some new findings. For instance, satisfaction increases with distance and the number of trips per week. The second is a hybrid ordered logit model for cycle commuting frequency that includes satisfaction, through a structural equation, that shows this latent variable plays a significant role in travel behavior.\u0000The presence of buses along the route decreases cycling satisfaction and frequency, while the trip length and the availability of cycle paths has the opposite effect for male and female cyclists. These results allow us to understand the main factors that deliver satisfaction to cyclists and therefore induce frequent cycle commuting. Overall, our study provides evidence of the need for policymakers to focus their strategies so as to effectively promote cycling among different types of commuters.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"171–196-171–196"},"PeriodicalIF":1.9,"publicationDate":"2021-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44104517","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A prominent question in transportation planning is how cities should regulate emerging modes, such as shared bikes and e-scooters. This pertains to a range of attributes, including pricing, use of the public right of way, number of vehicles in a fleet, and vehicle speeds. However, less attention has been paid to the way private operators spatially constrain access to their fleets, such as via the use of virtual geographic boundaries (hereafter “geofences”), or how municipalities have regulated these features. San Francisco, given it is home to a number of these schemes, presents a compelling case for studying geofences, and how regulators have sought to influence them to further public policy goals, including spatial equity. This study analyzes each bike and e-scooter geofence in San Francisco longitudinally from 2017 to 2019 via manual digitization of all geofences. This reveals high levels of overlap in the city’s dense northeast quadrant, with limited to no coverage in western neighborhoods. Each operator’s geofence expanded over this period, filling in gaps in the northeast quadrant and expanding outward in each direction. Review of permit guidelines and applications submitted by operators indicate that San Francisco’s regulations for geofences have been limited and inconsistent, which may have contributed to the concentration of services in one section of the city, as well as disconnected geofence “islands.” Together, these observations demonstrate that if broad geofence coverage (i.e., spatial equity) is an explicit municipal goal, such an aim must prominently feature into the regulatory process. This is particularly important given that operators, if left with freedom over geofence design, are likely to emphasize only a city’s densest areas, especially if tight caps are set on the allowed number of vehicles. Finally, this case also exemplifies that geofences are not drawn in a vacuum but instead relate to other permit conditions as well as pressure from community organizations.
{"title":"Drawing the map: The creation and regulation of geographic constraints on shared bikes and e-scooters in San Francisco, CA","authors":"M. Moran","doi":"10.5198/JTLU.2021.1816","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1816","url":null,"abstract":"A prominent question in transportation planning is how cities should regulate emerging modes, such as shared bikes and e-scooters. This pertains to a range of attributes, including pricing, use of the public right of way, number of vehicles in a fleet, and vehicle speeds. However, less attention has been paid to the way private operators spatially constrain access to their fleets, such as via the use of virtual geographic boundaries (hereafter “geofences”), or how municipalities have regulated these features. San Francisco, given it is home to a number of these schemes, presents a compelling case for studying geofences, and how regulators have sought to influence them to further public policy goals, including spatial equity. This study analyzes each bike and e-scooter geofence in San Francisco longitudinally from 2017 to 2019 via manual digitization of all geofences. This reveals high levels of overlap in the city’s dense northeast quadrant, with limited to no coverage in western neighborhoods. Each operator’s geofence expanded over this period, filling in gaps in the northeast quadrant and expanding outward in each direction. Review of permit guidelines and applications submitted by operators indicate that San Francisco’s regulations for geofences have been limited and inconsistent, which may have contributed to the concentration of services in one section of the city, as well as disconnected geofence “islands.” Together, these observations demonstrate that if broad geofence coverage (i.e., spatial equity) is an explicit municipal goal, such an aim must prominently feature into the regulatory process. This is particularly important given that operators, if left with freedom over geofence design, are likely to emphasize only a city’s densest areas, especially if tight caps are set on the allowed number of vehicles. Finally, this case also exemplifies that geofences are not drawn in a vacuum but instead relate to other permit conditions as well as pressure from community organizations.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"197-218"},"PeriodicalIF":1.9,"publicationDate":"2021-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42312291","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Gabriel Lefebvre-Ropars, C. Morency, Paula Negron-Poblete
Streets have long been designed to maximize motor vehicle throughput, ignoring other street users. Many cities are now reversing this trend and implementing policies to design more equitable streets. However, few existing tools and metrics enable widescale assessment, evaluation, and longitudinal tracking of these street space rebalancing efforts, i.e., assessing how equitable the current street design is, how it can be improved, and how much progress has been made. This paper develops a needs-gap methodology for assessing the discrepancy between transportation supply and demand in urban streets using existing datasets and automated methods. The share of street space allocated to different street users is measured in 11 boroughs of Montreal, Canada. Travel survey data is used to estimate the observed and potential travel demand in each borough in the AM peak period. A needs-gap analysis is then carried out. It is found that bus riders and cyclists face the greatest needs-gap across the study area, especially in central boroughs. The needs-gap also increases if only trips produced or attracted by a borough are considered. This shows the potential of applying an equity-based framework to the automated assessment of street space allocation in cities using large datasets.
{"title":"needs-gap analysis of street space allocation","authors":"Gabriel Lefebvre-Ropars, C. Morency, Paula Negron-Poblete","doi":"10.5198/JTLU.2021.1808","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1808","url":null,"abstract":"Streets have long been designed to maximize motor vehicle throughput, ignoring other street users. Many cities are now reversing this trend and implementing policies to design more equitable streets. However, few existing tools and metrics enable widescale assessment, evaluation, and longitudinal tracking of these street space rebalancing efforts, i.e., assessing how equitable the current street design is, how it can be improved, and how much progress has been made.\u0000This paper develops a needs-gap methodology for assessing the discrepancy between transportation supply and demand in urban streets using existing datasets and automated methods. The share of street space allocated to different street users is measured in 11 boroughs of Montreal, Canada. Travel survey data is used to estimate the observed and potential travel demand in each borough in the AM peak period. A needs-gap analysis is then carried out. It is found that bus riders and cyclists face the greatest needs-gap across the study area, especially in central boroughs. The needs-gap also increases if only trips produced or attracted by a borough are considered. This shows the potential of applying an equity-based framework to the automated assessment of street space allocation in cities using large datasets.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"151-170"},"PeriodicalIF":1.9,"publicationDate":"2021-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"41419415","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Governments have widely established policy goals, which span the domains of land use and transport. Despite these integrated ambitions, government action often remains fragmented. This study adopts an instrumental perspective to encourage land-use and transport integration (LUTI). So far, the existing literature on this subject has adopted a single-instrument perspective and has been primarily focused on technical, rather than governance-oriented, instruments. Using a comprehensive analytical framework derived from combining policy integration and policy instrument theory, this in-depth multiple case study of the Dutch provinces of Friesland, Overijssel and North Brabant investigates how governments use a mix of policy instruments throughout the policy process to achieve LUTI in collaboration with municipalities. These instruments are compared based on how they structure interaction — i.e., the transfer of resources — across horizontal and vertical boundaries. The study finds that there is not one right tool to achieve LUTI. Instead, it is about finding the right mix of instruments, which, in line with LUTI goals, helps overcome government fragmentation by structuring interaction patterns across horizontal and vertical boundaries. Interestingly, each province adopts a unique mix of instruments that reflects a specific approach, typical to the case.
{"title":"Finding the right tools for the job: Instrument mixes for land use and transport integration in the Netherlands","authors":"M. V. Geet, S. Lenferink, Tim Busscher, J. Arts","doi":"10.5198/JTLU.2021.1710","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1710","url":null,"abstract":"Governments have widely established policy goals, which span the domains of land use and transport. Despite these integrated ambitions, government action often remains fragmented. This study adopts an instrumental perspective to encourage land-use and transport integration (LUTI). So far, the existing literature on this subject has adopted a single-instrument perspective and has been primarily focused on technical, rather than governance-oriented, instruments. Using a comprehensive analytical framework derived from combining policy integration and policy instrument theory, this in-depth multiple case study of the Dutch provinces of Friesland, Overijssel and North Brabant investigates how governments use a mix of policy instruments throughout the policy process to achieve LUTI in collaboration with municipalities. These instruments are compared based on how they structure interaction — i.e., the transfer of resources — across horizontal and vertical boundaries. The study finds that there is not one right tool to achieve LUTI. Instead, it is about finding the right mix of instruments, which, in line with LUTI goals, helps overcome government fragmentation by structuring interaction patterns across horizontal and vertical boundaries. Interestingly, each province adopts a unique mix of instruments that reflects a specific approach, typical to the case.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-01-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"49232470","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
As a result of rapid urbanization and motorization in China, numerous mega-cities have emerged, and large numbers of people live and work in the city centers. Consequently, developing a public transport-oriented urban structure and promoting sustainable development are major planning strategies for the country. To understand the impact of rail transit on motorization in a high-density city center, we conduct a household travel survey in three neighborhoods around metro stations in the central area of Shanghai. We examine the car buying and commuting behavior of those Shanghai “original” residents who lived there when the city began growing, engulfing them in the center. Studies have shown that 40 percent of commuters in the city center commute outward, following a virtually reversed commute pattern, and the factors significantly affecting their car purchasing choice include their attitude toward cars and transit, household incomes, ownership of the apartments they live in, and the distance between family members’ workplaces and nearest metro stations. Despite easy access to the metro from their home in the city center, those who purchase their apartment units also likely own a car, while those who rent their apartment units are less likely to own a car; however, these odds are still higher than for those who live in an apartment unit inherited from their relatives or provided by their company. In the city center, if a family owns a car, then that car would almost certainly be used for daily commuting. A multinomial logistic model is applied to examine the factors influencing the tendency for using cars. The results show that people’s choices of commuting by alternative modes rather than cars are also shaped by their attitude toward public transportation, but other factors can also subtly change people’s commuting behavior under certain conditions. The commuting distance discourages people from walking and taking buses (but not metro). As the egress distance to the workplace increases, the metro becomes less appealing than cars. Mixed land use encourages people to walk or take buses instead of driving. Older people prefer riding buses and walking to driving, and female respondents tend to prefer walking, cycling, and riding the metro to driving compared to male respondents. These findings contribute to understanding the behavior of people who are familiar with public transportation and how to encourage them to switch from driving cars to alternative transport modes.
{"title":"Car ownership and commuting mode of the “original” residents in a high-density city center: A case study in Shanghai","authors":"Tao Chen, Haixiao Pan, Yanbo Ge","doi":"10.5198/JTLU.2021.1606","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1606","url":null,"abstract":"As a result of rapid urbanization and motorization in China, numerous mega-cities have emerged, and large numbers of people live and work in the city centers. Consequently, developing a public transport-oriented urban structure and promoting sustainable development are major planning strategies for the country. To understand the impact of rail transit on motorization in a high-density city center, we conduct a household travel survey in three neighborhoods around metro stations in the central area of Shanghai. We examine the car buying and commuting behavior of those Shanghai “original” residents who lived there when the city began growing, engulfing them in the center.\u0000Studies have shown that 40 percent of commuters in the city center commute outward, following a virtually reversed commute pattern, and the factors significantly affecting their car purchasing choice include their attitude toward cars and transit, household incomes, ownership of the apartments they live in, and the distance between family members’ workplaces and nearest metro stations. Despite easy access to the metro from their home in the city center, those who purchase their apartment units also likely own a car, while those who rent their apartment units are less likely to own a car; however, these odds are still higher than for those who live in an apartment unit inherited from their relatives or provided by their company. In the city center, if a family owns a car, then that car would almost certainly be used for daily commuting.\u0000A multinomial logistic model is applied to examine the factors influencing the tendency for using cars. The results show that people’s choices of commuting by alternative modes rather than cars are also shaped by their attitude toward public transportation, but other factors can also subtly change people’s commuting behavior under certain conditions. The commuting distance discourages people from walking and taking buses (but not metro). As the egress distance to the workplace increases, the metro becomes less appealing than cars. Mixed land use encourages people to walk or take buses instead of driving. Older people prefer riding buses and walking to driving, and female respondents tend to prefer walking, cycling, and riding the metro to driving compared to male respondents. These findings contribute to understanding the behavior of people who are familiar with public transportation and how to encourage them to switch from driving cars to alternative transport modes.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"105-124"},"PeriodicalIF":1.9,"publicationDate":"2021-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"44252218","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Property prices are known to be higher in places with high accessibility, such as in proximity to train stations and especially to commuter rail, than in places without this access. This study provides a better understanding of how regional accessibility, through the structure of railway networks, can influence local agglomeration economies by providing accessibility to large labor markets. Previous literature has shown a positive impact of proximity to railway stations on housing prices, and our study adds to the literature by analyzing the impact of network structure. We argue that public transport systems can support the benefits of city networks in line with Alonso’s concept of borrowed sizes (1973). Using network theory to measure accessibility provided by the network, we show that stations that provide accessibility to large labor markets across the region are perceived as more attractive by households. Cities in proximity to other cities are strengthened through their public transport links, which allow agglomeration benefits to be exploited by residents.
{"title":"Borrowed sizes: A hedonic price approach to the value of netowrk structure in public transport systems","authors":"Helena Bohman, Desirée Nilsson","doi":"10.5198/JTLU.2021.1664","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1664","url":null,"abstract":"Property prices are known to be higher in places with high accessibility, such as in proximity to train stations and especially to commuter rail, than in places without this access. This study provides a better understanding of how regional accessibility, through the structure of railway networks, can influence local agglomeration economies by providing accessibility to large labor markets. Previous literature has shown a positive impact of proximity to railway stations on housing prices, and our study adds to the literature by analyzing the impact of network structure. We argue that public transport systems can support the benefits of city networks in line with Alonso’s concept of borrowed sizes (1973). Using network theory to measure accessibility provided by the network, we show that stations that provide accessibility to large labor markets across the region are perceived as more attractive by households. Cities in proximity to other cities are strengthened through their public transport links, which allow agglomeration benefits to be exploited by residents.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"87-103"},"PeriodicalIF":1.9,"publicationDate":"2021-01-18","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43226429","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Over the last several decades, land-use/transport interaction models have evolved. Although these models have the potential to become primary demographic forecasting and planning vehicles in metropolitan transportation planning for most large US urban regions, some gaps and improvements must be addressed. This paper briefly discusses a newly developed and refined integrated land-use/transportation model. It also introduces innovative approaches to modeling an urban area including a variant of a geographic information system-based land-use and environmental suitability analysis, as main components in deriving development potential for a small-cell grid of the study region. This approach enables the inclusion of public and stakeholder input into the modeling process, facilitates micro-level consideration of trip generation, trip distribution, and mode-choice inside the land-use demographic model, thus furthering the integration of transportation and land use in the modeling process. Such considerations and utilization of rule-based approaches and concerns of economic development and environmental and sustainability factors help close some existing gaps of operational models designed for real world practical applications. All of these features contribute toward further improvement of these models.
{"title":"An integrated land-use/transportation forecasting and planning model: A metropolitan planning support system","authors":"A. Anjomani","doi":"10.5198/JTLU.2021.1412","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1412","url":null,"abstract":"Over the last several decades, land-use/transport interaction models have evolved. Although these models have the potential to become primary demographic forecasting and planning vehicles in metropolitan transportation planning for most large US urban regions, some gaps and improvements must be addressed. \u0000This paper briefly discusses a newly developed and refined integrated land-use/transportation model. It also introduces innovative approaches to modeling an urban area including a variant of a geographic information system-based land-use and environmental suitability analysis, as main components in deriving development potential for a small-cell grid of the study region. This approach enables the inclusion of public and stakeholder input into the modeling process, facilitates micro-level consideration of trip generation, trip distribution, and mode-choice inside the land-use demographic model, thus furthering the integration of transportation and land use in the modeling process. Such considerations and utilization of rule-based approaches and concerns of economic development and environmental and sustainability factors help close some existing gaps of operational models designed for real world practical applications. All of these features contribute toward further improvement of these models.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"65-86"},"PeriodicalIF":1.9,"publicationDate":"2021-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"45560119","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In evaluating the benefits of an infrastructure project, it is essential to consider who is benefiting from the project and where benefits are located. However, there is no established way to accurately determine the latter. To fill this methodological gap, this study proposes an approach for the ex-post identification of the geographical extent of an area benefiting from a transportation project based on a generalized synthetic control method. Specifically, it allows comparing multiple treatment units with their counterfactuals in a single run—changes in land prices (actual outcome) at each treated site are compared to the counterfactual outcome, and the individual (i.e., unit-level) treatment effect on the treated site is then estimated. This approach is empirically applied to a large-scale Japanese heavy railway, the Tsukuba Express line project. Our approach enables the detection of 1) the complicated spatial shape of benefit incidence; 2) negative spillovers; and 3) the increase in options (train routes), typically not considered in a benefit evaluation system based on the hedonic approach, but which can be capitalized into land prices.
{"title":"Identification of the geographical extent of an area benefiting from a transportation project: A generalized synthetic control","authors":"T. Kunimi, H. Seya","doi":"10.5198/JTLU.2021.1784","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1784","url":null,"abstract":"In evaluating the benefits of an infrastructure project, it is essential to consider who is benefiting from the project and where benefits are located. However, there is no established way to accurately determine the latter. To fill this methodological gap, this study proposes an approach for the ex-post identification of the geographical extent of an area benefiting from a transportation project based on a generalized synthetic control method. Specifically, it allows comparing multiple treatment units with their counterfactuals in a single run—changes in land prices (actual outcome) at each treated site are compared to the counterfactual outcome, and the individual (i.e., unit-level) treatment effect on the treated site is then estimated. This approach is empirically applied to a large-scale Japanese heavy railway, the Tsukuba Express line project. Our approach enables the detection of 1) the complicated spatial shape of benefit incidence; 2) negative spillovers; and 3) the increase in options (train routes), typically not considered in a benefit evaluation system based on the hedonic approach, but which can be capitalized into land prices.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"25-45"},"PeriodicalIF":1.9,"publicationDate":"2021-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48161459","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Schneider, Rebecca L. Sanders, Frank R. Proulx, H. Moayyed
US pedestrian fatalities are at their highest level in nearly three decades and account for an increasing share of total traffic fatalities (16%). To achieve the vision of a future transportation system that produces zero deaths, pedestrian safety must be improved. In this study, we screened the entire US roadway network to identify fatal pedestrian crash “hot spot” corridors: 1,000-meter-long sections of roadway where six or more fatal pedestrian crashes occurred during an eightyear period. We identified 34 hot spot corridors during 2001-2008 and 31 during 2009-2016. While only five corridors were hot spots during both analysis periods, the 60 unique hot spots had remarkably consistent characteristics. Nearly all (97%) were multilane roadways, with 70% requiring pedestrians to cross five or more lanes. More than three-quarters had speed limits of 30 mph or higher, and 62% had traffic volumes exceeding 25,000 vehicles per day. All had adjacent commercial retail and service land uses, 72% had billboards, and three-quarters were bordered by low-income neighborhoods. Corridors with these characteristics clearly have the potential to produce high numbers of pedestrian fatalities. We also used hierarchical clustering to classify the hot spots based on their roadway and surrounding landuse characteristics into three types: regional highways, urban primary arterial roadways, and New York City thoroughfares. Each context may require different safety strategies. Our results support a systemic approach to improve pedestrian safety: Agencies should identify other roadway corridors with similar characteristics throughout the US and take actions to reduce the risk of future pedestrian fatalities.
{"title":"United States fatal pedestrian crash hot spot locations and characteristics","authors":"R. Schneider, Rebecca L. Sanders, Frank R. Proulx, H. Moayyed","doi":"10.5198/JTLU.2021.1825","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1825","url":null,"abstract":"US pedestrian fatalities are at their highest level in nearly three decades and account for an increasing share of total traffic fatalities (16%). To achieve the vision of a future transportation system that produces zero deaths, pedestrian safety must be improved. In this study, we screened the entire US roadway network to identify fatal pedestrian crash “hot spot” corridors: 1,000-meter-long sections of roadway where six or more fatal pedestrian crashes occurred during an eightyear period. We identified 34 hot spot corridors during 2001-2008 and 31 during 2009-2016. While only five corridors were hot spots during both analysis periods, the 60 unique hot spots had remarkably consistent characteristics. Nearly all (97%) were multilane roadways, with 70% requiring pedestrians to cross five or more lanes. More than three-quarters had speed limits of 30 mph or higher, and 62% had traffic volumes exceeding 25,000 vehicles per day. All had adjacent commercial retail and service land uses, 72% had billboards, and three-quarters were bordered by low-income neighborhoods. Corridors with these characteristics clearly have the potential to produce high numbers of pedestrian fatalities. We also used hierarchical clustering to classify the hot spots based on their roadway and surrounding landuse characteristics into three types: regional highways, urban primary arterial roadways, and New York City thoroughfares. Each context may require different safety strategies. Our results support a systemic approach to improve pedestrian safety: Agencies should identify other roadway corridors with similar characteristics throughout the US and take actions to reduce the risk of future pedestrian fatalities.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":"14 1","pages":"1-23"},"PeriodicalIF":1.9,"publicationDate":"2021-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"70642973","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Local governments in the US face growing public demands to reduce automobile dependence in order to forestall climate change, improve road safety, rein in sprawling peripheral land development, increase transportation equity, and enhance urban livability. As a result, many city and county leaders are looking for ways to provide alternatives to driving through the creation of more multimodal-supportive transportation systems and land use patterns. The academic literature has identified conventional traffic impact- assessment (TIA) practices—designed to ensure new developments do not increase automobile traffic congestion—as a barrier to supporting these multimodal efforts. Because of the growing emphasis on multimodality in many national, state, and regional policies and initiatives (e.g., Complete Streets, Vision Zero), we investigate whether and how communities were adapting TIA practices to better accommodate pedestrians, bicyclists, transit users, and other non-car travel modes in the land development process.
{"title":"Driving change: Exploring the adoption of multimodal local traffic impact assessment practices","authors":"Tabitha S. Combs, N. McDonald","doi":"10.5198/JTLU.2021.1730","DOIUrl":"https://doi.org/10.5198/JTLU.2021.1730","url":null,"abstract":"Local governments in the US face growing public demands to reduce automobile dependence in order to forestall climate change, improve road safety, rein in sprawling peripheral land development, increase transportation equity, and enhance urban livability. As a result, many city and county leaders are looking for ways to provide alternatives to driving through the creation of more multimodal-supportive transportation systems and land use patterns. The academic literature has identified conventional traffic impact- assessment (TIA) practices—designed to ensure new developments do not increase automobile traffic congestion—as a barrier to supporting these multimodal efforts. Because of the growing emphasis on multimodality in many national, state, and regional policies and initiatives (e.g., Complete Streets, Vision Zero), we investigate whether and how communities were adapting TIA practices to better accommodate pedestrians, bicyclists, transit users, and other non-car travel modes in the land development process.","PeriodicalId":47271,"journal":{"name":"Journal of Transport and Land Use","volume":" ","pages":""},"PeriodicalIF":1.9,"publicationDate":"2021-01-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43435721","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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