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Добірка наукової літератури з теми "Urban transportation Planning"

Автор: Grafiati

Опубліковано: 4 червня 2021

Оновлено: 31 січня 2023

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Статті в журналах з теми "Urban transportation Planning"

1

Enoch, Marcus. "Urban Mass Transportation Planning." Journal of Transport Geography 5, no. 2 (June 1997): 157–58. http://dx.doi.org/10.1016/s0966-6923(97)84106-3.

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2

Fielding, Gordon J. "Urban mass transportation planning." Transportation Research Part A: Policy and Practice 31, no. 2 (March 1997): 178–79. http://dx.doi.org/10.1016/s0965-8564(97)89920-x.

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3

Cohn, Louis F., and Roswell A. Harris. "Environmental Planning in Urban Transportation." Journal of Transportation Engineering 113, no. 3 (March 1987): 229–47. http://dx.doi.org/10.1061/(asce)0733-947x(1987)113:3(229).

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4

Bertolini, Luca, Frank le Clercq, and Thomas Straatemeier. "Urban transportation planning in transition." Transport Policy 15, no. 2 (March 2008): 69–72. http://dx.doi.org/10.1016/j.tranpol.2007.11.002.

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5

Epting, Shane. "Transportation Planning for Automated Vehicles—Or Automated Vehicles for Transportation Planning?" Essays in Philosophy 20, no. 2 (2019): 189–205. http://dx.doi.org/10.7710/1526-0569.1635.

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In recent years, philosophical examinations of automated vehicles have progressed far beyond initial concerns over the ethical decisions that pertain to programming in the event of a crash. In turn, this paper moves in that direction, focusing on the motivations behind efforts to implement driverless vehicles into urban settings. The author argues that the many perceived benefits of these technologies yield a received view of automated vehicles. This position holds that driverless vehicles can solve most if not all urban mobility issues. However, the problem with such an outlook is that it lends itself to transportation planning for automated vehicles, rather than using them as part of planning efforts that could serve urban mobility. Due to this condition, present efforts aimed at improving transportation systems should resist dogmatic thinking. Instead, they should focus on goals that keep topics such a human flourishing, sustainability, and transportation justice firmly in view.

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6

Smerk, George M. "Urban Transit: Operations, Planning and Economics." Transportation Journal 45, no. 3 (2006): 74–75. http://dx.doi.org/10.5325/transportationj.45.3.0074.

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7

Bertolini, Luca. "Evolutionary Urban Transportation Planning: An Exploration." Environment and Planning A: Economy and Space 39, no. 8 (August 2007): 1998–2019. http://dx.doi.org/10.1068/a38350.

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Анотація:

For urban transportation planners these are challenging times. Mounting practical concerns are mirrored by more fundamental critiques. The latter comes together in the observation that conventional approaches do not adequately account for the irreducible uncertainty of future developments. The author's central aim is to explore whether and how an evolutionary approach can help overcome this limit. Two core hypotheses are formulated. The first is that the urban transportation system behaves in an evolutionary fashion. The second hypothesis is that, because of this, urban transportation planning needs to focus on enhancing the resilience and adaptability of the system. Changes in transport and land-use development patterns and policies, and in the broader context of the postwar period in the Amsterdam region, are analysed in order to illustrate the two core hypotheses. More general implications are also drawn.

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8

Ferguson, Erik, Catherine Ross, and Michael Meyer. "PC Software for Urban Transportation Planning." Journal of the American Planning Association 58, no. 2 (June 30, 1992): 238–43. http://dx.doi.org/10.1080/01944369208975800.

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9

Lo, Hong K., and S. C. Wong. "Emerging Techniques for Urban Transportation Planning." Journal of Urban Planning and Development 130, no. 1 (March 2004): 1. http://dx.doi.org/10.1061/(asce)0733-9488(2004)130:1(1).

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10

Hess, Daniel Baldwin. "Transportation Beautiful." Journal of Urban History 32, no. 4 (May 2006): 511–45. http://dx.doi.org/10.1177/0096144205284402.

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Several innovative transportation concepts were critical components of the early twentieth-century City Beautiful reconfiguration of built environments: orderly public places, suitable for important civic buildings; clear hierarchies of streets, avenues, and boulevards, organized in rational patterns with orchestrated vistas; and new terminals that housed improved intercity rail facilities and enhanced intracity travel through improved multimodal surface transportation connections. The City Beautiful aesthetic approach to conceiving urban circulation networks was an important and often overlooked contribution to transportation planning, and improving urban transportation was an important goal for City Beautiful reformers. A review of historical planning documents and project descriptions suggests that civic leaders’ approaches to improving urban circulation during the City Beautiful era are enduring contributions of the movement’s integrated approach to land use and transportation planning and its desire to transform cities into more beautiful places.

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Дисертації з теми "Urban transportation Planning"

1

Chang, D. Tilly (Doris Tilly). "Analysis of financial planning requirements in transportation planning." Thesis, Massachusetts Institute of Technology, 1995. http://hdl.handle.net/1721.1/65045.

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2

King, David Andrew. "Exploring the localization of transportation planning essays on research and policy implications from shifting goals in transportation planning /." Diss., Restricted to subscribing institutions, 2009. http://proquest.umi.com/pqdweb?did=1876284401&sid=1&Fmt=2&clientId=1564&RQT=309&VName=PQD.

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3

Chase, Holly (Holly Elizabeth). "Transportation planning options for elderly mobility." Thesis, Massachusetts Institute of Technology, 2011. http://hdl.handle.net/1721.1/66708.

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Анотація:

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2011.
This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student submitted PDF version of thesis.
Includes bibliographical references (p. 46-49).
The population of the United States is aging, yet the current transportation system is not designed to accommodate the elderly. Reduced mobility has a profound impact on elderly well-being, and the transportation needs of older people will only increase as the baby boomer generation ages in the suburbs. Where transportation options do exist, few meet the standards of the private car that the baby boomers have come to expect. I explore the mobility attitudes and habits of the baby boomers and the responses of communities and regions to an already apparent mobility gap. I then evaluate a sample of near-term policy options for decision makers, using case studies of public transportation, SilverRideTM, ITNAmerica®, and villages. I argue that the options vary along the criteria of availability, acceptability, and affordability, and within a taxonomy of fiscal and social capacity. Diverse contexts mean that no one option is sufficient, and communities will ultimately decide which options to pursue based on their unique needs and resources. In the future, policy options will likely evolve to better address public funding constraints and build on informal forms of transportation. Both fiscal and social capacity are necessary for transportation policy options to function optimally over time, and communities can leverage existing social capacity to help enhance elderly well-being and address the unpreparedness of regions and individuals.
by Holly Chase.
M.C.P.

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4

Alexander, James W. 1977. "Community transportation : alternative transportation provision in a low-income neighborhoods in southeast Atlanta." Thesis, Massachusetts Institute of Technology, 2004. http://hdl.handle.net/1721.1/17685.

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Анотація:

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2004.
Includes bibliographical references (p. [148]-[152]).
Regional transit agencies are ineffective at meeting many of the basic transportation needs of a clustered "Study Area" of low-income Atlanta neighborhoods. For transit dependant residents in the Study Area, getting to the grocery store or to suburban job centers, for example, is difficult or impossible. This exploratory thesis approaches transportation access problems in these neighborhoods from a community-based perspective. In response to the ineffectiveness of regional transportation agencies, this thesis asks, "Can low-income neighborhoods create their own solutions to their unique transportation problems?" In order to answer this question, a community transportation planning process was conducted, three case studies were collected and analyzed, and potential solutions were forwarded. In the end, these neighborhoods have the ability to alleviate many of their transportation problems through primarily organizing their existing assets. A proposed Community Transportation Organization (CTO), with accountability to local residents and expertise to implement transportation projects, could help organize these assets and produce needed services. The community transportation planning process and case studies uncovered that the CTO should organize the following services: a jitney service to the grocery store, neighborhood carpools to suburban job centers, and jitney supplements to troubled bus routes.
by James W. Alexander, Jr.
M.C.P.

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5

Todman, Lynn Chatman. "Private finance of transportation infrastructure." Thesis, Massachusetts Institute of Technology, 1990. http://hdl.handle.net/1721.1/70183.

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6

Cashman, Rosemary. "The marketing of public transportation case study : commuter rail at the Massachusetts Bay Transportation Authority." Thesis, Massachusetts Institute of Technology, 1987. http://hdl.handle.net/1721.1/72257.

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Анотація:

Thesis (M.C.P.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 1987.
Title as it appears in M.I.T. Graduate List, Sept. 1987: The marketing of public transportation, a case study: commuter rail at the Massachusetts Bay Transportation Authority.
Bibliography: leaves 55-56.
by Rosemary Cashman.
M.C.P.

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7

Hansen, Svein Ivar. "Transportation and urban development the past and future of Sydney /." Access electronically, 2004. http://www.library.uow.edu.au/adt-NWU/public/adt-NWU20041103.152651/index.html.

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8

Innes, Robert George. "An evaluation framework for citizen participation in urban transportation planning." Thesis, University of British Columbia, 1988. http://hdl.handle.net/2429/28339.

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Анотація:

Although the planning and implementation of recent transportation projects have attempted to involve the public at critical stages, the persistence of conflicts between an efficient metropolitan transportation system and the needs of residents of the quiet enjoyment of their communities suggests the need to study and evaluate the effectiveness of participatory planning. This thesis explores the role of citizen participation in urban transportation planning and proposes an evaluation framework which is tested through its application to two recent transportation projects. This framework includes nine requisites for effective citizen participation which were drawn from the literature and the review of other related transportation case studies. These requisites relate to: •Objectives Defined •Good Timing •Effective Communications •Accessibility to the Process •Government Responsiveness •Community Representation •Commitment •Credibility •Flexibility By drawing on the experiences and perceptions of key participants of each case, the thesis assessed the effectiveness of each program. An evaluation matrix which is also based on these requisites is also proposed as a planning tool. The framework is tested through its application to the Cassiar Street Connector case in Vancouver and the Kensington Avenue Overpass project in Burnaby. Selected participants covering the local community, and appointed and elected municipal and provincial officials who were involved in each case were interviewed. Through their perceptions and insights, the framework was used to assess the effectiveness of the citizen participation component of the case. Results suggest that the framework can be considered a positive step towards a more general framework and towards a general improvement in the field of evaluation. While not a conclusive or exhaustive list of requisites, the framework does offer the advantage of including those requisites which, according to both the literature and the interviewees, are fundamental to participatory planning. The proposed matrix should be considered as an effective planning tool which allows for evaluation and monitoring complete participation programs as well as focussing on a specific requisite. Furthermore, it can be used as both an interim and final report card on a citizen participation program. The matrix also lends itself to a spreadsheet application. The thesis suggests the importance of a well defined organizational structure for citizen participation such as an advisory body or supervisory committee. These structures appear to offer advantages in providing a forum for the major participants, including the affected communities, to participate effectively in the planning process. Furthermore, the thesis recommends that the Provincial Ministry of Transportation and Highways' transportation planning efforts would benefit from a strong public consultation function, to complement its engineering and technical mandates.
Applied Science, Faculty of
Community and Regional Planning (SCARP), School of
Graduate

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9

Kassens, Eva. "Transportation planning for mega events : a model of urban change." Thesis, Massachusetts Institute of Technology, 2009. http://hdl.handle.net/1721.1/55106.

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Анотація:

Thesis (Ph. D.)--Massachusetts Institute of Technology, Dept. of Urban Studies and Planning, 2009.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 202-223).
My study is about opportunities for revolutionary developments in urban transport. Often, we think of transport and urban development as an evolutionary process, yet there exist a few opportunities for cities to revolutionize their transport system within a short timeframe of only 10 years. Prime examples for such opportunities are mega events. Based on my hypothesis that mega event owners exercise a decisive influence on urban and transport planning through the requirements they impose on cities, the challenge inherent to leveraging the mega event opportunity is the alignment of transport provisions for staging a world-class event with the metropolitan vision by using the mega event as a tool for desirable change. In my study I examine the dynamics of the urban-change process in the run-up to mega events by analyzing the potential clash between the event owner's requirements and the development of transport strategies pursued by four cities, which have hosted the largest mega event of all - the Summer Olympic Games. The Olympic cities in my research are Barcelona (1992), Atlanta (1996), Sydney (2000), and Athens (2004). I comparatively analyze the extent to which each city did or did not align the planning of preparations for the mega event with the metropolitan strategies for long-term urban and transport development. Through field observations, document analysis, and interviews, I identify the influences the International Olympic Committee (IOC) brings to the transport planning process of metropolises, analyze the Olympic impacts, and finally propose a causal model linking IOC influences and urban transport outcomes.
(cont.) I find that the influence of IOC produces a similar pattern of urban and transport change. I explain further why and under what conditions the event requirements can function as catalysts for transport investments, integration of transport systems, upgrades of institutional coordination, and management capacities. If planned effectively, event transport strategies can bring significant long-term enhancement in regional mobility. Existing theories of urban development do not fully capture the interdependencies among factors operating before, during and after mega events. My research suggests that the IOC is a powerful agent in local urban and transport plannning that guides cities towards similar urban change in the run-up to the Olympics. To leverage mega event opportunities for transport, I provide policy recommendations on the alignment of event transport requirements and metropolitan strategy. Given the high investment costs and associated risks, city governments should catalyze their endeavors for improved metropolitan transport through the city's bid that can ultimately enhance metropolitan transport for users on a daily basis.
by Eva Kassens.
Ph.D.

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10

Kho, Karen. "Making the metro connections : integrating MPO transportation planning with land use and intermodal planning." Thesis, Massachusetts Institute of Technology, 1995. http://hdl.handle.net/1721.1/67433.

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Книги з теми "Urban transportation Planning"

1

Black, Alan. Urban mass transportation planning. Maidenhead: McGraw-Hill, 1995.

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2

Urban mass transportation planning. New York: McGraw-Hill, 1995.

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3

Noto, Guido. Strategic Planning for Urban Transportation. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-36883-8.

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4

Sustainable transportation planning. Hoboken, N.J: Wiley, 2011.

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5

Metropolitan planning organizations and transportation planning. New York: Nova Science Publishers, 2012.

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6

author, Ponnuswamy S., ed. Urban transportation: Planning, operation and management. New Delhi: Tata McGraw-Hill Education, 2012.

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7

Urban transport planning: A developmental approach. London: Routledge, 1992.

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8

Bruton, Michael J. Introduction to transportation planning. 3rd ed. London: Hutchinson, 1988.

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9

Bruton, Michael J. Introduction to transportation planning. 3rd ed. London: UCL Press, 1992.

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10

Bruton, Michael J. Introduction to transportation planning. 3rd ed. London: Hutchinson, 1985.

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Частини книг з теми "Urban transportation Planning"

1

Levy, John M. "Transportation Planning." In Contemporary Urban Planning, 237–61. Eleventh Edition. | New York : Routledge, 2016. | Revised edition of the author’s Contemporary urban planning, 2013.: Routledge, 2016. http://dx.doi.org/10.4324/9781315619408-12.

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2

Meyer, Michael D. "Urban Transportation Planning." In Urban Planning Guide, 116–53. New York, NY: American Society of Civil Engineers, 1986. http://dx.doi.org/10.1061/9780872625464.ch06.

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3

Li, Yanmei, and Sumei Zhang. "Transportation Planning Analysis." In Applied Research Methods in Urban and Regional Planning, 289–310. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-93574-0_13.

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4

Morimoto, Akinori. "Types of urban structure." In City and Transportation Planning, 19–40. London: Routledge, 2021. http://dx.doi.org/10.1201/9781003119913-2.

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5

Tomalty, Ray, and Alan Mallach. "Urban Connectivity: Integrated Transportation Planning." In America’s Urban Future, 129–54. Washington, DC: Island Press/Center for Resource Economics, 2015. http://dx.doi.org/10.5822/978-1-61091-597-7_7.

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6

Weiner, Edward. "Roots of Urban Transportation Planning." In Urban Transportation Planning in the United States, 19–30. New York, NY: Springer New York, 2012. http://dx.doi.org/10.1007/978-1-4614-5407-6_3.

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7

Weiner, Edward. "Roots of Urban Transportation Planning." In Urban Transportation Planning in the United States, 21–32. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-39975-1_3.

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8

Morimoto, Akinori. "Urban structure in the next generation." In City and Transportation Planning, 41–56. London: Routledge, 2021. http://dx.doi.org/10.1201/9781003119913-3.

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9

Yedla, Sudhakar. "Transportation Planning: The Basic Constructs." In Urban Transportation and the Environment, 1–8. New Delhi: Springer India, 2015. http://dx.doi.org/10.1007/978-81-322-2313-9_1.

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10

Acheampong, Ransford A. "Integrated Spatial Development and Transportation Planning." In The Urban Book Series, 231–67. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-030-02011-8_11.

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Тези доповідей конференцій з теми "Urban transportation Planning"

1

Ćavar, I., M. Petrović, and Z. Kavran. "Small urban area transportation planning." In URBAN TRANSPORT 2010. Southampton, UK: WIT Press, 2010. http://dx.doi.org/10.2495/ut100051.

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2

Celko, J., A. Gavulova, and M. Drliciak. "The transportation planning process in Slovakia." In URBAN TRANSPORT 2009. Southampton, UK: WIT Press, 2009. http://dx.doi.org/10.2495/ut090201.

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3

DEWAR, DAVID. "TRANSPORTATION PLANNING IN SOUTH AFRICA: A FAILURE TO ADJUST." In URBAN TRANSPORT 2017. Southampton UK: WIT Press, 2017. http://dx.doi.org/10.2495/ut170031.

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4

Xie, Xiangli. "Transportation Network Planning for Urban Agglomerations." In International Conference on Education, Management and Computing Technology (ICEMCT-15). Paris, France: Atlantis Press, 2015. http://dx.doi.org/10.2991/icemct-15.2015.24.

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5

Schoeman, C. B. "Transportation planning and its interface with spatial planning and environmental management: the position within South Africa." In URBAN TRANSPORT 2011. Southampton, UK: WIT Press, 2011. http://dx.doi.org/10.2495/ut110141.

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6

Wang, Mingquan, Ying Hui, Dongyuan Yang, Yali Zhao, and Xiaofa Shi. "Urban Transportation Planning Statute Change in China." In Second International Conference on Transportation Engineering. Reston, VA: American Society of Civil Engineers, 2009. http://dx.doi.org/10.1061/41039(345)293.

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7

Schoeman, C. B. "Transportation planning within the Gauteng Province of South Africa: an overview of instruments on strategic planning between 1970 and 2014." In URBAN TRANSPORT 2015. Southampton, UK: WIT Press, 2015. http://dx.doi.org/10.2495/ut150101.

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8

Namer, Sh S. "Optimizing transportation infrastructure planning: Koya city as a case study." In First International Symposium on Urban Development. Southampton, UK: WIT Press, 2013. http://dx.doi.org/10.2495/isud130061.

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9

BAKRI, REEM, ZEYAD EL-SAYAD, and ALI F. BAKR. "BIG DATA IN SMART TRANSPORTATION PLANNING: TOWARDS AN APPLICABLE SMART SOCIO-ECONOMIC TRANSPORTATION PLATFORM IN HISTORICAL MEGA CITIES." In URBAN AND MARITIME TRANSPORT 2022. Southampton UK: WIT Press, 2022. http://dx.doi.org/10.2495/umt220021.

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10

Li, Dehui, Jiangtao Shan, Jiangyan Wang, and Peng Yue. "Transportation Demand Modeling Method Research—A Case Study of Chengdu." In International Conference On Civil Engineering And Urban Planning 2012. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412435.144.

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Звіти організацій з теми "Urban transportation Planning"

1

Williams, Kristine, Tia Claridge, and Alexandria Carroll. Multimodal Transportation Planning Curriculum for Urban Planning Programs. Portland State University Library, May 2016. http://dx.doi.org/10.15760/trec.128.

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2

Hochmair, Hartwig, Adam Benjamin, Daniel Gann, Levente Juhasz, and Zhaohui Fu. Miami-Dade County Urban Tree Canopy Analysis. Florida International University, 2021. http://dx.doi.org/10.25148/gis.009116.

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This assessment focuses on describing urban tree canopy (UTC) within the Urban Development Boundary of Miami-Dade County, as defined by the Miami-Dade County Transportation Planning Organization (Figure 1). The area (intracoastal water areas excluded) encompasses approximately 1147 km2 (443 mi2). A combination of remote sensing and publicly available vector data was used to classify the following land cover classes: tree canopy/shrubs, grass, bare ground, wetland, water, building, street/railroad, other impervious surfaces, and cropland.

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3

Alexander, Serena E., Ahoura Zandiatashbar, and Branka Tatarevic. Fragmented or Aligned Climate Action: Assessing Linkages Between Regional and Local Planning Efforts to Meet Transportation Greenhouse Gas Emissions Reduction Targets. Mineta Transportation Institute, November 2022. http://dx.doi.org/10.31979/mti.2022.2146.

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Amid the rising climate change concerns, California enacted Senate Bill 375 (SB 375) to tackle transportation greenhouse gas (GHG) emissions. SB 375 requires Metropolitan Planning Organizations (MPOs) to develop a Sustainable Communities Strategy (SCS), a regional transportation and land use vision plan, to reduce GHG emissions. Meanwhile, a local government can develop a Climate Action Plan (CAP), a non-binding, voluntary plan to reduce GHG emissions that may align with the regional SCS. Recent progress reports indicate California is not making sufficient progress to meet SB 375 emissions reduction targets, which raises important questions: (1) Are the transportation and land use strategies and targets in SCS plans reflected in the local plans to build sustainable communities? (2) Does the alignment of regional and local transportation and land use strategies mitigate GHG emissions through vehicle trip reduction? (3) How different are the effects of independent local action and alignment of local and regional actions on vehicle trip reduction? Through an in-depth content analysis of plans and policies developed by five MPOs and 20 municipalities and a quantitative analysis of the impact of local and regional strategy alignment on vehicle trip reduction over time, this study shows that the patterns of local and regional climate policy are diverse across the state, but poor alignment is not necessarily a sign of limited climate action at the local level. Cities with a long climate-planning history and the capacity to act innovatively can lead regional efforts or adopt their own independent approach. Nonetheless, there are clear patterns of common strategies in local and regional plans, such as active transportation strategies and planning for densification and land use diversity. Well-aligned regional and local level climate-friendly infrastructure appear to have the most significant impact on vehicle-trip reduction, on average a 7% decrease in vehicle trips. Yet, many local-level strategies alone, such as for goods movement, urban forest strategies, parking requirements, and education and outreach programs, are effective in vehicle-trip reduction. A major takeaway from this research is that although local and regional climate policy alignment can be essential for reducing vehicle trips, local action is equally important.

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Appleyard, Bruce, Jonathan Stanton, and Chris Allen. Toward a Guide for Smart Mobility Corridors: Frameworks and Tools for Measuring, Understanding, and Realizing Transportation Land Use Coordination. Mineta Transportation Institue, December 2020. http://dx.doi.org/10.31979/mti.2020.1805.

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The coordination of transportation and land use (also known as “smart growth”) has been a long-standing goal for planning and engineering professionals, but to this day it remains an elusive concept to realize. Leaving us with this central question -- how can we best achieve transportation and land use coordination at the corridor level? In response, this report provides a review of literature and practice related to sustainability, livability, and equity (SLE) with a focus on corridor-level planning. Using Caltrans’ Corridor Planning Process Guide and Smart Mobility Framework as guideposts, this report also reviews various principles, performance measures, and place typology frameworks, along with current mapping and planning support tools (PSTs). The aim being to serve as a guidebook that agency staff can use for reference, synergizing planning insights from various data sources that had not previously been brought together in a practical frame. With this knowledge and understanding, a key section provides a discussion of tools and metrics and how they can be used in corridor planning. For illustration purposes, this report uses the Smart Mobility Calculator (https://smartmobilitycalculator. netlify.app/), a novel online tool designed to make key data easily available for all stakeholders to make better decisions. For more information on this tool, see https://transweb.sjsu.edu/research/1899-Smart-Growth-Equity-Framework-Tool. The Smart Mobility Calculator is unique in that it incorporates statewide datasets on urban quality and livability which are then communicated through a straightforward visualization planners can readily use. Core sections of this report cover the framework and concepts upon which the Smart Mobility Calculator is built and provides examples of its functionality and implementation capabilities. The Calculator is designed to complement policies to help a variety of agencies (MPOs, DOTs, and local land use authorities) achieve coordination and balance between transportation and land use at the corridor level.

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Shaheen, Susan, Elliot Shaheen, Adam Cohen, Jacquelyn Broader, and Richard Davis. Managing the Curb: Understanding the Impacts of On-Demand Mobility on Public Transit, Micromobility, and Pedestrians. Mineta Transportation Institute, July 2022. http://dx.doi.org/10.31979/mti.2022.1904.

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In recent years, innovative mobility and shifts in travel and consumption behavior are changing how people access and use the curb. Shared mobility—the shared use of a vehicle, bicycle, scooter, or other mode—coupled with outdoor dining, curbside pick-up, and robotic delivery are creating new needs related to the planning, management, and enforcement of curb access. This study examines curb planning and management from several angles, such as safety, social equity, and multimodal connections. This research employs a multi-method approach to identify the changing needs for curb space management and how to meet these needs through new planning and implementation policies and strategies. As part of this study, the authors conducted 23 interviews. Respondents were chosen to represent public, private, and non-profit sector perspectives. Additionally, the authors employed a survey of 1,033 curb users and 241 taxi, transportation network company (TNC), and public transportation drivers. The study finds that changes in mode choice and curbside use can result in a variety of impacts on access, social equity, congestion, device management, pick-up and drop-off, and goods delivery, to name a few. The curb also has the potential to be disrupted by emerging modes, such as robotic delivery vehicles (also known as personal delivery devices) and automated vehicles. As these emerging developments continue to impact the curb, it is becoming increasingly important for policymakers to have an appropriate framework for planning and managing curb space in urban areas.

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Kwon, Jaymin, Yushin Ahn, and Steve Chung. Spatio-Temporal Analysis of the Roadside Transportation Related Air Quality (STARTRAQ) and Neighborhood Characterization. Mineta Transportation Institute, August 2021. http://dx.doi.org/10.31979/mti.2021.2010.

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To promote active transportation modes (such as bike ride and walking), and to create safer communities for easier access to transit, it is essential to provide consolidated data-driven transportation information to the public. The relevant and timely information from data facilitates the improvement of decision-making processes for the establishment of public policy and urban planning for sustainable growth, and for promoting public health in the region. For the characterization of the spatial variation of transportation-emitted air pollution in the Fresno/Clovis neighborhood in California, various species of particulate matters emitted from traffic sources were measured using real-time monitors and GPS loggers at over 100 neighborhood walking routes within 58 census tracts from the previous research, Children’s Health to Air Pollution Study - San Joaquin Valley (CHAPS-SJV). Roadside air pollution data show that PM2.5, black carbon, and PAHs were significantly elevated in the neighborhood walking air samples compared to indoor air or the ambient monitoring station in the Central Fresno area due to the immediate source proximity. The simultaneous parallel measurements in two neighborhoods which are distinctively different areas (High diesel High poverty vs. Low diesel Low poverty) showed that the higher pollution levels were observed when more frequent vehicular activities were occurring around the neighborhoods. Elevated PM2.5 concentrations near the roadways were evident with a high volume of traffic and in regions with more unpaved areas. Neighborhood walking air samples were influenced by immediate roadway traffic conditions, such as encounters with diesel trucks, approaching in close proximity to freeways and/or busy roadways, passing cigarette smokers, and gardening activity. The elevated black carbon concentrations occur near the highway corridors and regions with high diesel traffic and high industry. This project provides consolidated data-driven transportation information to the public including: 1. Transportation-related particle pollution data 2. Spatial analyses of geocoded vehicle emissions 3. Neighborhood characterization for the built environment such as cities, buildings, roads, parks, walkways, etc.

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Kwon, Jaymin, Yushin Ahn, and Steve Chung. Spatio-Temporal Analysis of Roadside Transportation-Related Air Quality (StarTraq 2021): A Characterization of Bike Trails and Highways in the Fresno/Clovis Area. Mineta Transportation Institute, November 2022. http://dx.doi.org/10.31979/mti.2022.2128.

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The San Joaquin Valley is identified as an area with a high level of particulate matter (PM) in the air, reaching above the federal and state clean air standards (EPA 2019). Many of the cities in the valley are classified as the most polluted cities in the United States for both particulate matter and ozone pollution (American Lung Association, 2021). To resolve this issue, alternative forms of transportation have been considered in transportation planning. In this study, active transportation mode air quality was monitored on selected Woodward Park and Old Clovis trails and urban bike lanes. Real-time aerosol monitors, and low-cost sensors were carried in a backpack on bicycles during the sampling. Researchers collected GPS data via a portable GPS technology called Tracksticks. Driving transportation mode air quality data was acquired from the roadways within the Fresno/Clovis area, spanning six sampling routes, and during intercity trips between Fresno, Berkeley, and Los Angeles, for a total of five sampling routes. ‘On-Road' (outside vehicle) monitors were installed on the roof of a vehicle while ‘In-Vehicle’ monitors were installed inside the vehicle for comparison with the particulate pollution levels in the two contrasting microenvironments. The results showed the following three main outcomes: (1) clear relationships exist among PMs of different sizes; (2) there were greater variations in air quality of bike trails and On-Road samples than backyard and In-Vehicle samples; (3) we observed significant differences in air quality inside and outside the vehicle while driving local and intercity roadways; and (4) the road trip to the Bay area revealed that San Joaquin Valley has increased ambient PM2.5 and black carbon (BC) levels compared to those in the Bay Area on every trip, regardless of the daily change of the air quality.

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Sabogal-Cardona, Orlando, Lynn Scholl, Daniel Oviedo, Amado Crotte, and Felipe Bedoya. Not My Usual Trip: Ride-hailing Characterization in Mexico City. Inter-American Development Bank, August 2021. http://dx.doi.org/10.18235/0003516.

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With a few exceptions, research on ride-hailing has focused on North American cities. Previous studies have identified the characteristics and preferences of ride-hailing adopters in a handful of cities. However, given their marked geographical focus, the relevance and applicability of such work to the practice of transport planning and regulation in cities in the Global South is minimal. In developing cities, the entrance of new transport services follows very different trajectories to those in North America and Europe, facing additional social, economic, and cultural challenges, and involving different strategies. Moreover, the determinants of mode choice might be mediated by social issues such as the perception of crime and the risk of sexual harassment in public transportation, which is often experienced by women in large cities such as Mexico. This paper examines ride-hailing in the Metropolitan Area of Mexico City, unpacking the characteristics of its users, the ways they differ from users of other transport modes, and the implications for urban mobility. Building on the household travel survey from 2017, our analytical approach is based on a set of categorical models. Findings suggest that gender, age, education, and being more mobile are determinants of ride-hailing adoption. The analysis shows that ride-hailing is used for occasional trips, and it is usually done for leisure and health trips as well as for night trips. The study also reflects on ride-hailings implications for the way women access the city.

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Duvvuri, Sarvani, and Srinivas S. Pulugurtha. Researching Relationships between Truck Travel Time Performance Measures and On-Network and Off-Network Characteristics. Mineta Transportation Institute, July 2021. http://dx.doi.org/10.31979/mti.2021.1946.

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Trucks serve significant amount of freight tonnage and are more susceptible to complex interactions with other vehicles in a traffic stream. While traffic congestion continues to be a significant ‘highway’ problem, delays in truck travel result in loss of revenue to the trucking companies. There is a significant research on the traffic congestion mitigation, but a very few studies focused on data exclusive to trucks. This research is aimed at a regional-level analysis of truck travel time data to identify roads for improving mobility and reducing congestion for truck traffic. The objectives of the research are to compute and evaluate the truck travel time performance measures (by time of the day and day of the week) and use selected truck travel time performance measures to examine their correlation with on-network and off-network characteristics. Truck travel time data for the year 2019 were obtained and processed at the link level for Mecklenburg County, Wake County, and Buncombe County, NC. Various truck travel time performance measures were computed by time of the day and day of the week. Pearson correlation coefficient analysis was performed to select the average travel time (ATT), planning time index (PTI), travel time index (TTI), and buffer time index (BTI) for further analysis. On-network characteristics such as the speed limit, reference speed, annual average daily traffic (AADT), and the number of through lanes were extracted for each link. Similarly, off-network characteristics such as land use and demographic data in the near vicinity of each selected link were captured using 0.25 miles and 0.50 miles as buffer widths. The relationships between the selected truck travel time performance measures and on-network and off-network characteristics were then analyzed using Pearson correlation coefficient analysis. The results indicate that urban areas, high-volume roads, and principal arterial roads are positively correlated with the truck travel time performance measures. Further, the presence of agricultural, light commercial, heavy commercial, light industrial, single-family residential, multi-family residential, office, transportation, and medical land uses increase the truck travel time performance measures (decrease the operational performance). The methodological approach and findings can be used in identifying potential areas to serve as truck priority zones and for planning decentralized delivery locations.

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Benkraouda, Ouafa, Lindsay Braun, and Arnab Chakraborty. Policies and Design Guidelines to Plan for Connected and Autonomous Vehicles. Illinois Center for Transportation, August 2022. http://dx.doi.org/10.36501/0197-9191/22-012.

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This report chronicles the work undertaken by researchers at the University of Illinois Urbana Champaign to identify policies and design guidelines to plan for connected and autonomous vehicles (CAVs) in mid-sized regions in Illinois. The report starts with the goals of this work followed by a review of existing literature. The review addresses CAV technologies and scenario planning, including academic research articles, policies and guidance documents from federal and state agencies, and recent long-range transportation plans. The review findings are organized into three categories—drivers, levers, and impacts—to facilitate scenario-based planning and included key factors and trends in technology development and adoption (drivers), mechanisms that planners and policymakers may employ to intervene in or prepare for CAV futures (levers), and community-level outcomes of different plausible CAV futures (impacts). Primary research was undertaken first by interviewing practitioners in six mid-sized regions of Illinois to collect inputs about their needs and obstacles to planning for CAVs, as well as to understand their sense of their community’s preparedness for CAVs. The research team then conducted a detailed survey of over 700 residents from the Greater Peoria region to understand their would-be travel behavior and residential location decisions in a CAV future and general attitude toward self-driving cars. These inputs helped identify the key drivers, levers, and impacts to be employed in creating scenarios, a list of selected policies and design, and a framework to select appropriate responses based on the needs and desires of a community. The detailed scenarios are as follows: (1) continuation of the status quo, (2) private multimodal future, and (3) shared multimodal future. The policies and design guidelines are identified for each scenario and are categorized into six sets of action items: general, data and digitization, mobility and traffic, street design, infrastructure, and planning. Specific details of each action item are organized in a format that allows the user to consider each item carefully and to assess its feasibility in a specific region or city. The appendices include background documents related to primary research and, importantly, a handbook for practitioners.

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