<p> This dissertation investigates two key transportation policies influencing travel behavior and location decisions in London towards sustainability: bus priority and congestion charging. (Abstract shortened by ProQuest.) </p>

<p> The main objective of this research is to examine the effect of city-level urban characteristic, such as urban form and trip generation factors, on traffic safety in general and pedestrian safety in particular. For this purpose, the information for 100 major Urban Areas (UAs) in the United States in 2010 is studied. Factor analysis is applied to construct latent variables from multiple observed variables to measure and describe urban form, macro-level trip generation, citywide transportation network features and traffic safety. Structural Equation Modeling (SEM) is then used to investigate how city-level urban form and trip generation affect traffic safety directly and indirectly (through mediators of transportation network features).</p><p> Based on the statistical analysis, it is found that encouraging the use of non-driving transportation modes and controlling traffic congestion, as significant mediators, are effective policies to increase overall traffic safety and pedestrian safety, respectively. In this regard, urban areas with a more even spatial distribution of job-housing balance (more polycentricity), more uniform spatial distribution of different social classes, higher urban density (less sprawl), and more connectivity in their transportation network (more accessibility) have the safest urban form designs.</p><p> Moreover, mixed land-use designs with provided local access to services and amenities, food and beverage centers, and religious organizations, followed by strict pedestrian safety standards for neighborhoods are the safest type of land use designs in urban areas. In addition, regulating the off-peak hours allowed time for heavy vehicles and changing the work schedule of workers who do not reside in the urban area can also help city planners to increase traffic safety.</p>

<p> In the decade since 2007, public bikeshare systems (PBS) have disrupted the landscape of urban transportation systems all over the world. The rapid pace at which urban systems are enduring this disruption due to PBS has left cities and researchers play catch up on understanding various factors impacting the usage and impacts of PBS. Comprehending the profiles and preferences of bikeshare users have a substantial role to play in policy-making, planning and operational management at PBS. However, the research is scant related to these factors. </p><p> As its first major objective, this research evaluated the impact of pricing on bikeshare ridership and revenue. As a case study, the introduction of single-trip fare (STF) for $2 by Capital Bikeshare (CaBi) was studied. Aggregate analysis results showed that the first-time casual (short-term) users increased by as much as 79% immediately after the introduction of STF. Jurisdiction-level analysis indicated a statistically significant increase in casual user ridership for identical 12-month periods before and after the introduction of STF. The introduction of STF did not impact ridership and revenues of registered (annual or monthly) members. Casual user revenues before and after the introduction of STF were also compared at the station-level, while controlling seasonal and weather factors. The results showed a statistically significant increase in ridership and decrease in revenue per ride for casual users after the introduction of STF. </p><p> Even though casual bikeshare users account for a large share of revenue, literature provides very little insights about the casual users. As the second major objective of this research, profiles and preferences of bikeshare users (registered members and casual users) were obtained by conducting an intercept survey of CaBi users. Survey findings indicated that, when compared to casual users, registered members are more likely to earn more and are more sensitive to service as reflected by station density. A typical White user has 2.4 times greater odds of being registered members than other race. Analysis also revealed that each additional increase in the number of monthly trips leads to about 18% increase in the odds of the bikeshare user being a registered member. </p><p> As the third major objective, this research evaluated price sensitivities and elasticities of bikeshare fare products using monadic design implemented in the survey instrument. Higher household income groups and White users were found to be less sensitive to price compared to other income groups and other races/ethnicities. Pivot-price elasticities revealed that females are about 30% and 10% more price sensitive than males for single-trip fare (STF) and annual membership, respectively. Also, sightseeing trips are 30% less price sensitive than work trips for STF purchasers. Results from this study would be useful in policy-making, planning and operations for bikeshare systems.</p><p>

<p> In the year 2000, Loukaitou-Sideris and Banerjee conducted a study on the Blue Line light rail system in Los Angeles. The study examined eight station areas between Long Beach and Los Angeles that were in some of the more neglected, inner-city areas. The study concluded the presence of light rail alone would not be sufficient enough to stimulate the economic development necessary to attract successful transit oriented development in those areas because of 11 antecedents identified by the authors. However, it can be argued that since only 10 years of rail service had passed when the original study was done, it was not enough time for the Blue Line to attract transit oriented development to the area. </p><p> The existing literature on TOD and inner cities argues that it can take up to 25 years for the benefits of light rail to fully establish. Using this argument to revisit the area studied by Loukaitou-Sideris and Banerjee, this study seeks to find out if and how conditions of the Blue Line have changed and if the 11 antecedents remain. By mirroring the methods used in the original study, this study investigates the same eight stations analyzed in the original study to determine if light rail can spark development and if areas are still hindered by the same antecedents.</p><p>

<p> This study defines and determines the characteristics of super pedestrian trips in Washington, D.C. Super pedestrian trips are defined here as trips greater than the third quartile distance based on data from the Metropolitan Washington Council of Governments (MWCOG) Household Travel Survey 2010/2011. In this case, super pedestrian trips are quantified as greater than 0.6 miles; super pedestrians are those completing the trip. A trip is defined as one complete segment of travel (i.e., walking directly from home to the office). Using data from the MWCOG Household Travel Survey 2010/2011, this study determines who makes super pedestrian trips in Washington, D.C. and assesses their socio-demographic characteristics using a linear regression model. The results from the linear regression model show that super pedestrians are likely to be young, low-income, male minorities without driver&rsquo;s licenses or access to vehicles within the household. Pedestrians traveling the farthest distance may do so only out of necessity. The bulk of current planning and transportation literature focuses on the shortest pedestrian travel distances for trips typically less than one-quarter mile. However, pedestrians are walking greater distances and it is worth understanding from a planning and policy perspective the implications of these trips for livability and design of the urban environment. The core findings from this research contribute to the growing body of research on pedestrian behavior by illuminating the socio-demographic characteristics of those walking the farthest distances. </p>

<p> With the goal of improving the integration of multiple travel modes into traditional roadway designs, many jurisdictions have considered road diets, characterized by reductions in vehicular traffic lanes and reallocation of right-of-way for other modes. Studies show that road diets can improve safety without slowing automobile traffic, but benefits for pedestrians and bicyclists have not been widely documented. Furthermore, the potential for our built environment, specifically roadway redesign, to promote the integration of more inclusive design remains open for further exploration. To address this gap, the effects of a road diet project in Davis, CA were examined. Data were collected on the number of bicyclists and pedestrians at key intersections and automobile travel times along the corridor before and after the road diet treatment. The analysis shows that every intersection studied experienced a statistically significant increase in the number of bicyclists during either or both the morning and evening peak periods. On average across all intersections studied along the corridor, the number of bicyclists using Fifth Street increased by 243%, but the change in pedestrian volumes was not statistically significant. Contrary to common fears about road diets, automobile travel times decreased a statistically significant amount during the evening peak. A nearly 10 percentage point change in bicyclist gender distribution was recorded after the road diet, providing insight towards an increased perception of safety and comfort among Fifth Street bicyclists and the expanded potential of roadway designs for inclusionary social planning. As demonstrated by this study, the reconfiguration of our roadways towards multimodality has definite potential to not only address health, environmental, and safety concerns but also to move roadways towards more balanced gender accessibility.</p>

<p>Transportation engineering has taken upon a new role; to empower the alternative modes of travel: walking, biking, and bus transit. In this new era, engineers are rethinking a network designed predominately for the automobile. The ultimate goal of this research is to create a process that can make a vehicle dominant corridor a desirable, livable thoroughfare by livability design and context sensitive performance measures. Balancing travel modes requires an account of vehicular traffic and the impact of reconfiguring existing conditions. The analysis herein is conducted by field data collection, transportation equations and microsimulation. Simulating traffic behavior will be the means to apply livable alternatives comparable to existing Southeast Florida conditions. The results herein have shown that micro-simulation can be utilized in transportation planning to reveal good livability alternatives. </p>

<p> Disadvantaged communities in California and across the US encounter unique barriers to attracting competitive funding for affordable housing, economic development, sustainability initiatives and other needs. This paper examines an effort underway in California to overcome these barriers by providing subsidized technical assistance to disadvantaged communities that apply for certain cap and trade-funded grant programs. Specifically, we evaluate the effectiveness of California&rsquo;s technical assistance (TA) pilot run by the California Strategic Growth Council (SGC) for the Affordable Housing &amp; Sustainable Communities (AHSC) Grant Program. We find that applicants who received comprehensive technical assistance, such as the services provided by the SGC TA pilot, enjoyed a strong competitive advantage over those who do not receive assistance. We also find evidence that projects aimed at serving disadvantaged communities see greater benefits from technical assistance than projects in more affluent communities.</p><p>

<p> The work described is aimed at developing a unique and modifiable model for analyzing transit system improvements, with specific emphasis on the concept of Transit-Oriented Development (TOD). In particular, the use of multiple variables that have been developed over the years as a result of a number of transit analyses, in a novel manner is described. The area of study was the light rail transit system (LRT) known as Lynx in Mecklenburg County, NC and over a period of development between 2001 and 2012 which included the actual construction phase from 2005 to 2007. An index model was developed to combine and magnify the potential impacts of each of the identified variables as they related to one another and the surrounding urban environment. These variables included land value, housing unit density, and others that are often been associated with TOD. The results of this combined and comprehensive analysis served to identify areas that are likely associated with the transit system, primarily proximity to the LRT system, i.e., areas where changes in the TOD-related variables were consistent with a positive relation to recognized TOD principles. Some areas within the service area showed especially high positive attributes of TOD, for example, Uptown Charlotte, a major hub of a current phase of LRT development, as well areas of other future enhancements. An extension of the work described should include the evaluation of additional variables as applicable data sets are made available, including, but not limited to, employment change, property vacancy statistics, and crime.</p>

This project defines the potential benefits of bicycling in major Canadian cities; determines the role of cycling within sustainable urban development; and suggests recommendations for maximizing the benefits of cycling in Canadian cities. The first phase of the project involved a review of academic literature and analysis of documents for four city case studies: Vancouver, British Columbia; Calgary, Alberta; Ottawa, Ontario; and Toronto, Ontario. Information was analyzed and themed to develop recommendations to maximize bicycling in these cities. The research suggests Vancouver and Ottawa are two of Canada’s leading cities in cycling innovation. Analysis of city documents found that most cities create in-depth cycling master plans which are difficult to successfully complete. Phase two of the project involved a 5400 kilometer bicycling tour in the summer of 2010 from Vancouver to Toronto. During the tour, each of the four cities were visited for a period of five to seven days and observations were made on cyclist infrastructure, safety, promotional and educational initiatives, planning, policy and law, and unique features. Photography and semi-structured interviews with urban planners, government officials, and cycling advocates were utilized to gain a unique perspective of the major cycling issues and innovations within each city. The research and observation indicated that a focus on creation of complete cycling networks; enforcement of cyclist rights; promotion and education; incentives and disincentives to the use of motorized vehicles; efficient use of funds for cycling infrastructure; the examination of municipal level cycling master plan policy; recognition of economic benefits of cycling; and knowledge and experience sharing between Canadian municipalities can increase overall rates of cycling within a city. / Thesis (Master, Environmental Studies) -- Queen's University, 2012-08-30 13:57:01.281