Intermetropolitan Comparison of Transportation Accessibility: Sorting Out Mobility and Proximity in San Francisco and Washington, D.C

Grengs, Joe; Levine, Jonathan; Shen, Qing; Shen, Qingyun

doi:10.1177/0739456x10363278

Cited by 62 publications

(37 citation statements)

References 22 publications

(26 reference statements)

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“…A large number of studies have dwelled on mode-specific or relative accessibility measures: Blumenberg and Ong 2001, Hess 2005, Martin et al 2008, Kawabata 2009, Grengs et al 2010, Benenson et al 2011, Mavoa et al 2012, Ferguson et al 2013, Mao and Nekorchuk 2013, Salonen and Toivonen 2013. Not surprisingly, most of the aforementioned studies often find significantly lower transit accessibility compared to the private car.…”

Section: Introductionmentioning

confidence: 96%

“…Modeling this human-centered view of accessibility is not easy due to both data availability and computing limitations. Thus, the vast majority of previous studies measure accessibility aggregately at a rather coarse and granular scale of municipalities (Ivan et al 2013); counties (Karner and Niemeier 2013), regular 1 km 2 grid (Papa and Bertolini 2015), neighborhoods (Witten et al 2011), and, most often, at a scale of traffic analysis zones (TAZs) (Black and Conroy 1977, Shen 1998, Haas et al 2008, Bhandari et al 2009, Lao and Liu 2009, Grengs et al 2010, Rashidi and Mohammadian 2011, Burkey 2012, Ferguson et al 2013, Foth et al 2013, Kaplan et al 2014, Widener et al 2015.…”

Section: Introductionmentioning

confidence: 99%

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The benefits of a high-resolution analysis of transit accessibility

Benenson

Ben-Elia

Rofè

et al. 2016

International Journal of Geographical Information Science

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Accessibility is an important consideration in sustainable mobility policies, particularly for transit users. Measures suggested in the literature are based on coarse aggregate spatial resolution of traffic analysis zones that is sufficient for managing car travels only. To reflect a human door-to-door travel, transit accessibility demands an explicit view of the location of origin, transit stops and destination, as well as of the temporal fit between transit lines timetable and traveler's needs. We thus estimate transit accessibility based on mode-specific travel times and corresponding paths, including walking and waiting, at the resolution of individual buildings and stops. Car accessibility is estimated at a high resolution too. A novel representation of transit network as a graph is proposed. This representation includes all modal components of a transit travel -walking, waiting at a stop, transit ride, transfers between lines, thus enabling unified view of a travel, regardless of mode. The use of modern highperformance graph database allows construction of high-resolution accessibility maps for an entire metropolitan area with its 100-200 K buildings. The application is tested and applied in a case study involving the evaluation of the 2011 bus line reform in the city of Tel Aviv. Specifically, we demonstrate that while the reform increased the average accessibility for the entire city the increase was not uniform with different areas of the city experiencing different absolute accessibility by transit and relative accessibility in comparison to car travel. The bus reform did in fact benefit travelers that experienced low relative accessibility, but the benefits are mainly accruing to longer trips. Our approach and computational methods can be employed for directly investigating the impacts of transportation infrastructure investments. ARTICLE HISTORY

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Section: Introductionmentioning

confidence: 96%

Section: Introductionmentioning

confidence: 99%

The benefits of a high-resolution analysis of transit accessibility

Benenson

Ben-Elia

Rofè

et al. 2016

International Journal of Geographical Information Science

View full text Add to dashboard Cite

show abstract

“…A ccessibility has become an increasingly important indicator of the efficiency and equity of transportation investment and land-use decisions (Cervero, Rood, and Appleyard 1995;Handy 2002;Boschmann and Kwan 2010;Grengs et al 2010;Páez, Scott, and Morency 2012). In the United States, many long-range transportation plans and studies have used accessibility as a performance indicator (Grengs et al 2010).…”

mentioning

confidence: 99%

“…In the United States, many long-range transportation plans and studies have used accessibility as a performance indicator (Grengs et al 2010).…”

mentioning

confidence: 99%

Changing Effects of Job Accessibility on Employment and Commute: A Case Study of Los Angeles

2014

The Professional Geographer

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Accessibility has become a key indicator to evaluate performance of transportation plans and policies. Nevertheless, empirical evidence of the effects of accessibility is inconclusive. The mixed results raise questions about the significance of space and require examining the constancy of job accessibility's effects over time. This research investigates the effects on worker-topopulation ratios and commute time between 1990 and 2007-2011 in the Los Angeles metropolitan area using spatial regression models and interactive dummy variables. The results show that higher job accessibility is significantly associated with shorter commute time, and the association between job accessibility and worker-to-population ratios is weak and even insignificant. Moreover, the effects of job accessibility did not significantly change between 1990 and 2007-2011 but fluctuated in between. , : , , ,La accesibilidad se ha convertido en un indicador clave para evaluar el desempeño de planes y políticas relacionados con el transporte. No obstante, la evidencia empírica de los efectos de la accesibilidad no es concluyente. Los resultados mezclados inducen a cuestionar la significación que al respecto pueda tener el espacio y demandan que se examine la constancia de los efectos de la accesibilidad sobre el empleo a través del tiempo. La presente investigación explora los efectos sobre los ratios trabajador/población y sobre el tiempo empleado en el viaje pendular para el lapso 1990 a 2007-2011 en elárea metropolitana de LosÁngeles, por medio de modelos de regresión espacial y variables ficticias interactivas. Los resultados indican que una mayor accesibilidad al empleo está asociada significativamente con tiempo empleado en el viaje pendular más corto, y que la asociación entre accesibilidad al empleo y los ratios trabajador/población es débil e incluso insignificante. Aún más, se estableció que los efectos de accesibilidad al empleo no cambiaron significativamente entre 1990 y 2007-2011 sino que apenas fluctuaron. Palabras clave: tiempo de viaje pendular, empleo, accesibilidad al empleo, espacio.

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“…As planning for accessibility is seen to have more sustainable outcomes, measures of accessibility are gaining popularity as comprehensive performance measures of the interaction between land use and transportation systems (El-Geneidy and Levinson 2006;Grengs, Levine et al 2010). By favouring shorter travel distances and active modes of transportation, and by influencing household location choices, accessibility can also be used as a sustainability indicator and as a goal in land-use planning.…”

Section: Introductionmentioning

confidence: 99%

What makes travel 'local': Defining and understanding local travel behaviour

Manaugh

El-Geneidy

2012

JTLU

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Abstract:In recent years, land use and transportation planning priorities have shifted from issues of mobility to focus on the capacity of neighbourhoods to provide opportunities to live, work, shop, and socialize at the local scale. This research explores a sample of households from Montreal, Quebec, Canada, that engaged in multiple trip purposes on the same day and measures the effects of household, individual, and trip characteristics on their travel behavior, especially the localization of these trips. A new measure to understand the spatial dispersal of actual activity space of each household is proposed while controlling for distance traveled. The findings show that levels of regional and local accessibility have different effects on this new index. Furthermore, these effects vary with household size and sociodemographic factors. This study could help transportation professionals who are aiming to develop policies to localize household travel patterns through land use and transportation coordination at the neighborhood and regional scale. As wealthier car-owning households are seen to exhibit more dispersed travel behavior regardless of accessibility measures, implications for social equity and exclusion are also explored.Copyright 2012 Kevin Manaugh and Ahmed El-Geneidy. Licensed under the Creative Commons Attribution -NonCommercial License 3.0. IntroductionIn recent years, land use and transportation planning priorities have shifted away from issues of mobility to focus on the capacity of a neighbourhood to provide opportunities to live, work, and socialize at the local scale. As planning for accessibility is seen to have more sustainable outcomes, measures of accessibility are gaining popularity as comprehensive performance measures of the interaction between land use and transportation systems (El-Geneidy and Levinson 2006;Grengs, Levine et al. 2010). By favouring shorter travel distances and active modes of transportation, and by influencing household location choices, accessibility can also be used as a sustainability indicator and as a goal in land-use planning. Rather than emphasizing increased road capacity and travel speeds, transportation planners are looking for solutions to increase localized and short-distance travel. However, there is a potential downside to this framework. Often those whose travel patterns are confined to their local area display this behavior not by choice but because of mobility limitations. In fact, many other reasons may limit individual and household travel patterns, including fear or lack of knowledge about certain areas or destinations and poor or unreliable transit service. Given identical levels of neighbourhood and regional accessibility, we hypothesize that households of differing socioeconomic, attitudinal, and personal preferences might display vastly dissimilar activity spaces. Furthermore, much previous research to understand "local" travel has focused too heavily on either distance traveled or an over-simplified measurement of household activity space. To ex...

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Intermetropolitan Comparison of Transportation Accessibility: Sorting Out Mobility and Proximity in San Francisco and Washington, D.C

Cited by 62 publications

References 22 publications

The benefits of a high-resolution analysis of transit accessibility

The benefits of a high-resolution analysis of transit accessibility

Changing Effects of Job Accessibility on Employment and Commute: A Case Study of Los Angeles

What makes travel 'local': Defining and understanding local travel behaviour

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