Use of Walk Opportunities Index to Quantify Local Accessibility

Kuzmyak, J R; Baber, Charles; Savory, David

doi:10.3141/1977-19

Cited by 20 publications

(6 citation statements)

References 2 publications

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“…The "complementarity" hypothesis was also confirmed in the final models in which intersection density (for the local action space models) and regional jobs accessibility (for the regional action space models) showed the strongest and most significant relationships with VKT. Consistent with previous research, increased intersection density and-consequently-area connectivity (see Boarnet, Nesamani, and Smith 2004, Chapman and Frank 2004, Chatman 2008, Cervero et al 2009) and increased regional jobs accessibility (see Miller and Ibrahim 1998, Sun, Wilmot, and Kasturi 1998, Kuzmyak, Baber, and Savory 2006, Cervero and Duncan 2006 are associated with lower VKT. Elasticity estimates for the first parameter in this study varied between -0.027 and -0.072 and between 0.065 and 0.067 for the second parameter.…”

supporting

confidence: 88%

Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area

Milakis

Cervero

Wee

2015

JTLU

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This paper explores the respective roles of local and regional characteristics of urban form on vehicle travel. We hypothesize that the effects of urban form on vehicle use at the local and regional levels are complementary, and we introduce the concept of local and regional action spaces, which are defined based on the accessibility of alternative means of transport within an acceptable travel time, to test this hypothesis. Multilevel and ordered logit models are developed for the San Francisco Bay Area to estimate the effects of urban form and socioeconomic characteristics on vehicle kilometers traveled (VKT) and vehicle trip frequency (for work, shopping, and social/recreational purposes). We find that the two urban scale characteristics exert complementary effects on VKT. However, because people in the San Francisco Bay Area display significantly lower VKT in the local than in the regional action space, we conclude that regional-scale interventions would contribute more to the policy objective of VKT reduction, although local-scale design policies might also help reach this policy goal. Intersection density (for the local action space models) and regional jobs accessibility (for the regional action space models) demonstrated the strongest and most significant relationships with VKT. The built environment did not appear to significantly affect vehicle trip frequency, which is likely due to the uniformly high levels of vehicle use in both the local and regional action spaces in the area.

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supporting

confidence: 88%

Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area

Milakis

Cervero

Wee

2015

JTLU

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“…Accessibility can also be understood as the availability of destinations for pedestrians. For example, the walking opportunities index (Kuzmyak, Baber, & Savory, 2006) is based on the number, character, and desirability of activities within a given walking distance.…”

Section: Accessibilitymentioning

confidence: 99%

Community Severance: Where Is It Found and at What Cost?

2015

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Community severance occurs when transport infrastructure or motorised traffic divides space and people. Despite the growing awareness of its effects on the wellbeing of local communities, the problem is not usually assessed quantitatively or assigned a monetary value. This paper reviews existing practice and research on quantitative methods dealing with community severance. The problem is first decomposed into a series of questions, which are then used as a base to review the methods found in governmental guidance documents, technical reports, and academic studies. The paper ends with recommendations for the integration of severance issues into transport planning.

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“…Transit-oriented development and the presence of nonautomobile facilities are well-documented means of reducing vehicle trip-generation rates and improving the internal capture of activity centers (Kuzmyak et al 2006;ABAG, 2008;Arrington & Cervero, 2008). More research is needed to quantify these values in the context of a subregional travel model, however, where intrazonal trips are typically not loaded onto the network and benefits may therefore not be measured.…”

Section: How Is the Measure Of "Adequacy" Contextsensitive?mentioning

confidence: 99%

Are we there yet? Smart growth, travel forecasting, and transportation adequacy in Montgomery County, Maryland

Hardy¹,

Graye

Hanson

2011

Sustainability: Science, Practice and Policy

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Montgomery County, Maryland has an Adequate Public Facilities Ordinance (APFO) that requires the county's Planning Board to determine that available or programmed transportation facilities can accommodate the peak-period trips that a proposed residential or commercial subdivision will generate before they can approve that subdivision. This requirement generates nearly continuous discussion among policy makers, residents, property developers, and other interest groups about what it means for a transportation system to be adequate. Since 2007, the county's biennial growth policy has addressed that issue with a measure called Policy Area Mobility Review (PAMR). The review uses a regional travel-demand model to consider current and future system performance across 32 policy areas that range in size from ten to thirty square miles. The PAMR analysis integrates transit system and roadway system mobility measures, incorporating a county policy that transportation-system equity can be maintained by allowing more congestion in areas with better transit service. The regional nature of the PAMR analysis provides geographic and analytic capabilities beyond the typical traffic-impact study. The Montgomery County Planning Board (MCPB) uses PAMR for both near-term subdivision regulation for compliance with the APFO and long-term master-planning purposes. These characteristics of the PAMR application, plus context-sensitive development-mitigation approaches including peak-hour vehicle trip-reduction measures, additional public transit capacity, and nonautomobile-transportation facilities, help improve the sustainability of new development. This article describes how PAMR has worked and the issues its use has generated in integrating sustainability into the transportation-planning process.

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Use of Walk Opportunities Index to Quantify Local Accessibility

Cited by 20 publications

References 2 publications

Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area

Stay local or go regional? Urban form effects on vehicle use at different spatial scales: A theoretical concept and its application to the San Francisco Bay Area

Community Severance: Where Is It Found and at What Cost?

Are we there yet? Smart growth, travel forecasting, and transportation adequacy in Montgomery County, Maryland

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