Commercially available GPS data offers valuable new insight about trip origins, destinations, and routes, including short trips that travel demand models often cannot capture. Using this data, SSTI worked with Michael Baker International, the Virginia DOT, and local stakeholders to identify opportunities for managing travel demand and improving connectivity throughout Northern Virginia. This final report describes the full data set and 17 selected case studies, along with recommended projects and policies, estimated costs, and benefits for each.
In a widely covered March 29 speech and interviews, U.S. Transportation Secretary Anthony Foxx described some of the negative effects that highway building has had on cities— particularly middle- and lower-income neighborhoods. The former Charlotte, N.C., mayor recalled his own childhood in an urban neighborhood, where highways moved through traffic but degraded local conditions.
Thanks to a quarter million dollar environmental justice grant from the California Department of Transportation, the City of Long Beach will now be able to study options for turning its Terminal Island Freeway into a local street, reclaiming 88 acres of land for a network of parks, and improving public health.
After several unsuccessful TIGER applications, Rochester, NY underutilized urban Inner Loop, built in the 1960s, received 17.7 million dollars to facilitate the removal of the expressway and frontage roads and reconstruction as a parkway. A road once disparaged by the city itself as a “noose around the neck of downtown,” has been two decades in planning and will give way to a boulevard that will reconnect the city street grid, improve the business environment, and improve livability for Rochester’s residents.
At some Washington Metro stations, poor walking and biking connections to transit mean that a large percentage of riders drive to the access transit. When the parking lots fill up in the morning, the capacity of the parking lot effectively limits the capacity of the transit station.
For trips between 100 and 500 miles, express buses, trains, and airlines are all vying for customers and contemplating the future of these shorter trips. At the same time, drivers are seeking relief from crowded highways and high gas prices. Add in the desire of travelers to be in constant internet and cell phone contact with the world, and intercity travel begins to seem a very competitive market. While air travel will continue to be the dominant mode for longer trips, and driving continues to offer maximum flexibility, rail and bus service upgrades in comfort and accommodations for electronic connectivity are attracting a larger number of travelers each year.
For a bicycling network to attract the widest possible segment of the population, its most fundamental attribute should be low-stress connectivity, that is, providing routes between people’s origins and destinations that do not require cyclists to use links that exceed their tolerance for traffic stress, and that do not involve an undue level of detour. The objective of this study is to develop measures of low-stress connectivity that can be used to evaluate and guide bicycle network planning.
Although driving or flying may be faster door-to-door, trains offer something those modes do not: uninterrupted time to work. And this additional work time is starting to be a factor in transportation mode choice for many workers.
This paper examines how various land use factors such as density, regional accessibility, mix and roadway connectivity affect travel behavior, including per capita vehicle travel, mode split and nonmotorized travel. This information is useful for …
In late March, 15 transportation advocates embarked on a cross-state trip of Michigan using only local and regional transit. Along the way they met with local and state officials and transit advocates. Their experiences highlight both where transit is lacking in Michigan as well as how it could become an economic driver and preferred transportation choice in the future.