Authors:Piotr Rosik, Marcin Mazur, Marcin Stępniak, Tomasz Komornicki, Sławomir Goliszek, Patryk Duma, Paweł Churski Pages: 1 - 27 Abstract: Changes in potential accessibility are the effect of both the expansion of transport infrastructure and shortening travel times, as well as land-use processes, e.g., changes in population size and distribution. The aim of the paper is to indicate the spatial and temporal variability of the impact of the infrastructure and population components on changes in potential accessibility in France, Spain and Poland over six decades in the period 1960-2020. The simulations for various parameters of the impedance function presented indicate that in nationwide conditions the greatest improvement in accessibility as a result of the infrastructure component takes place at a specific value of the so-called half-life, predominantly about 60 minutes. For the population component, the length of the trip is less important in assessing changes in accessibility. It has been shown that periods of very high impact of the development of road infrastructure on improving accessibility are mostly limited to a single decade in each of the countries examined, i.e., in the 1970s in France, the 1990s in Spain and the 2010s in Poland. Three approaches to distinguishing typologies have been proposed depending on the use of three dimensions of the interplay of the impact of accessibility components on changes in accessibility. These three dimensions are: (1) the dominance (of strength) of the components, (2) the combination of influence signs of the components and (3) the ratio of the components. PubDate: 2025-01-22 DOI: 10.5198/jtlu.2025.2508 Issue No:Vol. 18, No. 1 (2025)
Authors:Hao Ding, Michael Manville Pages: 29 - 55 Abstract: We examine parking policy’s potential to influence people’s travel behavior, including their decision to work from home. Drawing on the California Household Travel Survey, we first show that most households have residential parking included in the rent or purchase price of their home, that most employed individuals have free parking at work, and most vehicle trips end with a free parking space, usually off-street. Furthermore, we confirm that most cars are mostly parked; the median household vehicle in California spends 23 hours a day parked. Using regression models, we uncover strong associations between choosing to drive and having free parking at work or home. We find that households with bundled parking are more likely to drive, and less likely to use transit. We further find that employees with free parking at work are more likely to drive for their commutes. Finally, we estimate regressions that analyze the decision to work from home. Data constraints make these regressions less conclusive, but our results suggest, consistent with previous literature, that working from home is associated with more, rather than less, vehicle travel. PubDate: 2025-01-23 DOI: 10.5198/jtlu.2025.2501 Issue No:Vol. 18, No. 1 (2025)
Authors:Shubhayan Ukil, Aditi Misra Pages: 57 - 75 Abstract: Shared bike use has been growing, especially post-pandemic, because it improves personal mobility and provides an alternative to walking while increasing connectivity to transit services. Existing research has examined the impact of these services on mode share and vehicle ownership. However, these services also hold the potential to influence the distance people travel to reach destinations. In this study, we examine the impact of Divvy shared bike services in the Chicago metropolitan region on the average trip distance of its users across all trips between 2008, when the service was not operational in the city, and 2018. We use repeated cross-sectional household travel datasets from 2008 and 2018 for analysis. We perform difference-in-difference regression to calculate the change in average trip distance for the shared bike user group. As there is no way to track people in repeated cross-sectional datasets, unlike a panel dataset, we use propensity score matching to match users between the two datasets. The results indicate that the average trip distance is reduced by 0.841 km (miles) for the shared bike user group with the presence of shared bike services. Shared bike users are more likely to live in urban areas where destinations are in proximity and use multi-modal travel, which could be a reason for this group’s reduced average trip distance. Given our findings, we recommend planning for shared bike services integrated with transit in urban areas and promoting mixed land use so that users can choose proximate destinations in dense urban areas. PubDate: 2025-02-11 DOI: 10.5198/jtlu.2025.2597 Issue No:Vol. 18, No. 1 (2025)
Authors:Dillon Fitch-Polse, Swati Agarwal Pages: 77 - 122 Abstract: Interventions to promote active travel (walking and bicycling) have manifold societal benefits. This study reviews the benefits of active travel infrastructure (e.g., painted bicycle lane, pedestrian refuge island) and programmatic interventions (e.g., bike share program), synthesizes the effects by outcome categories and provides a summary of the effects, and quantifies the effects where possible. We cite 236 studies on intervention-specific findings. Additional evidence is used to synthesize the benefits of active travel interventions into different benefit categories including safety, physical activity, reduction in vehicle miles traveled and emissions, other health effects, and economic activity. There is relatively more evidence in the literature on safety effects and changes in bicycling and walking associated with active transportation interventions than on other effects such as changes in physical activity and vehicle miles traveled. In general, we find strong evidence for wide ranging societal benefits from active transportation interventions that increase public health and transportation system sustainability in cost-effective ways. Variation in effects is substantial for most infrastructure interventions, likely due to the wide variety of land use, environmental, cultural, and political contexts, as well as the wide variety of research methods and analyses employed across a diverse set of academic fields. The existing local transportation infrastructure and land-use patterns are especially likely to moderate the effects of active transportation interventions. This suggests that it is necessary to keep the local context in mind when evaluating the effects of specific interventions. PubDate: 2025-02-14 DOI: 10.5198/jtlu.2025.2468 Issue No:Vol. 18, No. 1 (2025)
Authors:C. Erik Vergel-Tovar, Juan Sebastián García, Juan Pablo Álvarez, Simón Mesa, Ingrid Lorena Molano, Leonardo Canon-Rubiano, Laura M. Correa-Garzón Pages: 123 - 173 Abstract: Studies of the impacts of rail-based mass transit systems on land values and real estate prices are scarce in the Colombian context. Most studies have focused on estimating the impacts of bus rapid transit systems (BRT), mainly in Bogotá. There is an emerging literature on rail-based systems impacts on urban development and land values in Medellín, Colombia, while there is also an emerging interest regarding the effects of the announcements of the two metro projects of Bogotá in the city’s urban spatial structure. This paper develops a quasi-experimental research design looking at the anticipatory effects of the two lines of the Bogota Metro program on real estate market dynamics between 2007 and 2023. We used databases generated by the private sector with new housing developments including housing unit attributes and we estimated spatial variables and urban attributes associated with the location of each real estate development project. Through hedonic price models with control variables that incorporate attributes at different scales, our study estimates the effects of the Bogota Metro Line 1 project (in construction since 2021) on prices per square meter of real estate development projects over time. Results of the analysis suggest that the regulations implemented by the city, establishing an 800-meter impact area along Line 1, have had positive effects on real estate market prices after 2016, while results found no changes on real estate development dynamics in terms of prices per square meter due to the announcements of the planned second line of the metro project. We also included statistical analysis using isochrones based on walking distances to future metro stations. We found that the positive effects are taking place in all isochrones for the first line, while there are differences in the case of the second line of the metro project. Based on these findings, we provide guidelines for future research including public policy recommendations for the local and national government regarding value capture opportunities associated with the announcement of large-scale rail based urban transport projects. PubDate: 2025-02-17 DOI: 10.5198/jtlu.2025.2593 Issue No:Vol. 18, No. 1 (2025)
Authors:Meixia Meng, Zihan Zeng, Zhe Huo Pages: 175 - 196 Abstract: Subway is an effective public transportation infrastructure that attracts many urban consumer amenities in developing countries. This paper uses points of interest (POI) data from Dianping.com in 2020 in Shanghai to measure the quantity, quality, and diversity of consumer amenities by six indices: numbers, types, comments, ratings, star ratings, and takeout rate. We find that subway stations have a positive spatial correlation with vitality of consumer amenities within a 2-km radius. In addition, subway stations attract more newly added consumer amenities with higher quality within a 2-km radius, and the results remain robust by using the propensity score matching method. There exists heterogeneity in the ridership of subway stations. Subway stations with higher ridership have a greater effect on the consumer amenities and newly added consumer amenities. In terms of mechanism, based on the perspective of agglomeration economy, this paper uses Baidu Street View big data to verify that pedestrian flow is the key mechanism. This study accurately evaluates the economic and social benefits of subway stations and provides fundamental policy implications for the spatial layout of subways and consumer amenities of large cities in developing countries. PubDate: 2025-03-11 DOI: 10.5198/jtlu.2025.2557 Issue No:Vol. 18, No. 1 (2025)
Authors:Natalia Zuniga-Garcia, Pedro Veiga de Camargo Pages: 197 - 220 Abstract: Activity-based models are a powerful tool for transportation analysis and represent the future of the industry in terms of modeling techniques. However, the data-hungry aspect of these models makes them difficult and slow to build. This paper presents a set of methodologies to synthesize activity locations for U.S. cities, providing estimates of locations by land-use type in areas with limited available data. The methodology includes a regression method to estimate the number of locations by land-use type complemented by selective use of open data. Detailed information from the entire Southern California Association of Governments (SCAG) area, comprising more than 100,000 km2, is used to calibrate the model. A zero-inflated negative binomial (ZINB) regression is proposed to tackle the excess of zeros in the dataset. The model is estimated using a Bayesian approach that quantifies the coefficients’ variability, uses information regarding prior beliefs, and estimates zero-inflated probabilities by zone. The main results suggest that the proposed methodological framework can be used to estimate locations in a fast and efficient way without the need for detailed land-use information. Transportation planners and policymakers can use the results and methods provided in this research to approximate activity location distributions in activity-based models. PubDate: 2025-03-13 DOI: 10.5198/jtlu.2025.2291 Issue No:Vol. 18, No. 1 (2025)
Authors:Eric Dumbaugh, Jonathan Stiles Pages: 221 - 235 Abstract: Lower-income and minority populations in the United States are at disproportionate risk of being injured or killed while walking. This review synthesizes the literature to understand the magnitude of this risk, as well as the underlying factors that may best explain it. On average, lower-income areas experience 3 times the number of per capita pedestrian fatalities as affluent areas. With respect to race, Hispanic people are 1.6 times as likely to be killed as are White non-Hispanic people, while Black people are 1.7 times more likely to be killed, and Indigenous persons are fully 4 times as likely. Despite the consistency of these findings, none of the prevailing explanations, such as increased exposure or increased likelihood of walking under the influence, are supported by the literature. Instead, the primary difference pertains to trip purposes. Affluent households walk primarily for leisure and recreation. If an environment is perceived as being unpleasant or unsafe, they can shift the trip to another location or forego the trip entirely. Lower-income households, by contrast, walk principally for utilitarian reasons, making them less able to avoid unsafe environments. This paper concludes by discussing the need to better account for social vulnerability in planning and project development processes. PubDate: 2025-03-14 DOI: 10.5198/jtlu.2025.2547 Issue No:Vol. 18, No. 1 (2025)
Authors:Gülin Göksu Başaran, Jesper Bláfoss Ingvardson, Otto Anker Nielsen Pages: 237 - 267 Abstract: Transit-oriented development (TOD) is an established urban planning principle for increasing public transport (PT) use. However, whether TOD enhances perceived safety and increases PT use remains an open question. This study analyzes the link between mode choice, perceived safety, and TOD dimensions on a large dataset covering the Greater Copenhagen area in Denmark. Using survey data and site observations, we first estimate multiple linear regression models to show which TOD dimensions enhance individuals’ perceived safety at train stations. Then, using large-scale travel survey data encompassing 21,844 trips between 2009 and 2018, including various user socioeconomic variables, we estimate a mode choice model in which TOD score and perceived safety are used as explanatory variables. Our results provide empirical evidence showing that the safety dimension of TOD significantly increases perceived safety and that perceived safety at both the home and activity ends of the trip influences the likelihood of an individual choosing PT. Only a higher TOD score at the activity end significantly increases PT use, whereas park-and-ride lots at the activity end reduce it and make cycling less attractive at both trip ends. Distance to the nearest stations/stops and service headway have a significant influence on mode choice at both ends of the trip. These results indicate that dense urban development around stations supports PT use and cycling more strongly than allocating space to park-and-ride lots. Our results are important for policymakers seeking to use TOD guidelines to increase individuals’ perceived safety and PT use in cities. PubDate: 2025-03-19 DOI: 10.5198/jtlu.2025.2548 Issue No:Vol. 18, No. 1 (2025)
Authors:Bailey Affolter, Jamey Volker, Nicholas Marantz, Susan Pike, Graham DeLeon Pages: 269 - 290 Abstract: California’s seminal Sustainable Communities and Climate Protection Act of 2008—Senate Bill (SB) 375—includes two provisions specifically intended to help streamline transit-oriented development (TOD) projects through environmental review (California SB 375, 2008). One provision exempts qualifying TODs from environmental review entirely. The other provision streamlines environmental review for qualifying projects. This study explores the use and effect of those provisions. We first quantify how much and where the provisions have been used. We then use interviews and email communications with planning and development practitioners to explore why streamlining is used, whether streamlining actually helps reduce the time, cost, and uncertainty of permitting TOD projects, and how streamlining could be improved to better facilitate TOD projects. We find that SB 375 streamlining is a mixed bag. Neither streamlining provision has been used extensively. The full exemption appears to have been avoided because its costs and complications outweigh any streamlining benefit, though the more limited streamlining provision was regarded as having at least some utility. We also found that SB 375-streamlined projects might not be fulfilling SB 375’s more fundament goals—reducing vehicle kilometers traveled and greenhouse gas emissions. The clearest lesson for policymakers is to reduce the eligibility requirements for environmental review streamlining provisions. PubDate: 2025-03-31 DOI: 10.5198/jtlu.2025.2606 Issue No:Vol. 18, No. 1 (2025)
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