Effect of Smart Growth Policies on Travel Demand (2013) / Chapter Skim
Currently Skimming:
Pages 9-41
The Chapter Skim interface presents what we've algorithmically identified as the most significant single chunk of text within every page in the chapter.
Select key terms on the right to highlight them within pages of the chapter.
From page 9... ...
9C h A P T e R 2 Key Decision Points for Smart Growth in the Planning Process The Highway Capacity Planning Process State DOT highway capacity planning processes involve a series of decision points at which smart growth might be considered. Figures 2.1 and 2.2 present these process maps for state DOTs and MPOs, respectively, and identify the areas where smart growth levers are used.
|
From page 10... ...
10 Most current smart growth strategies are developed for urban areas, and there is much less understanding of smart growth strategies in rural areas or small towns. There may often be different goals for rural areas, such as economic development, where urban areas would be more focused on mobility, the environment and growth management.
|
From page 11... ...
11 Figure 2.2. MPO highway capacity planning process map for smart growth strategies.
|
From page 12... ...
12 Table 2.1. Examples of Smart Growth Considerations in Planning Processes Decision Step Dimensions of Planning Process Examples of Smart Growth Considerations Definition of Corridor Corridor Planning • Recognition of impacts beyond the corridor Problem Statement/ Purpose and Need Corridor Planning Permitting/NEPA • Land use patterns and growth forecast are critical • Consistency with vision/community plans • Accessibility, economic, congestion, and mobility measures Goals Long-Range Planning Corridor Planning • Mobility • Growth management • Economic development • Environmental • Quality of life Scope of Analysis and Review Corridor Planning • Induced development?
|
From page 13... ...
13 Goals and Objectives All of the interviewees cited goals and objectives that were formally adopted, although, to be fair, this short list of agencies was chosen because of their advances in this area. Goals were cited in statewide and regional transportation plans, climate action plans, and freight plans.
|
From page 14... ...
14 example in which the goals and performance measures to achieve that goal would need to be aligned with each other and with the overall purpose of any smart growth strategies. Strategies There were many land use and transportation policy strategies cited as examples in the interviews and many of these were cited by more than one agency.
|
From page 15... ...
15 • Induced demand. Most agencies said that they had discussed induced demand, but not formally estimated induced growth or traffic.
|
From page 16... ...
16 builds off work previously conducted by Cervero and Kockelman (1997)
|
From page 17... ...
17 last decade -- have been based on statistical relationships between variables using various model structures, what is being called variable-based analyses. To the degree that predictive models of population density on VMT are well specified, controlling for other explanatory variables, variable-based models are generally preferred.
|
From page 18... ...
18 TODs will delivery mobility benefits in car-dependent societies such as the United States. In an interview for Common Ground, a trade journal of the National Association of Realtors, Wendell Cox expresses this view: "TOD increases congestion.
|
From page 19... ...
19 (Cervero and Arrington 2008)
|
From page 20... ...
20 individuals qualify for to be gauged. The research found that a doubling of occupationally matched jobs within 4 network miles of workers' residences was associated with a 32.9% reduction in commute VMT and a 33.8% reduction in commute VHT.
|
From page 21... ...
21 Arlington County (Cervero et al. 2004; National Research Council 2009)
|
From page 22... ...
22 Induced Traffic and Induced Growth Few contemporary issues in the urban transportation field have provoked such strong reactions and polarized interest groups as have claims of induced travel demand. Experience shows that supply-side solutions to traffic congestion provide mobility benefits that are mostly short-lived.
|
From page 23... ...
23 Figure 2.6 shows near-term (i.e., first-order) and long term (i.e., second-order)
|
From page 24... ...
24 44,900 vehicles. While this suggests substantial reduced demand, there likely was some rebound effect that had eroded the traffic-reducing impacts over time, and certainly traffic conditions did not radically change along the corridor.
|
From page 25... ...
25 have unintended consequences of inducing travel. Crane examined the potential impacts of three elements of neotraditional neighborhoods (grid street networks, traffic calming, and mixed land uses)
|
From page 26... ...
26 separation of land uses, travel in these areas substantially relies on highways and motor vehicles making trips over relatively long travel distances, equating to high rates of VMT per household and per individual traveler. Between 1976 and 2001 (dates of the FHWA's National Household Travel Survey)
|
From page 27... ...
27 the degree by which reduced travel speed increases emissions and energy use relative to the degree to which it reduces travel volumes. Goodwin (1996)
|
From page 28... ...
28 correlated with vehicle ownership, transit accessibility for all jobs and land use mix; and nonwork VMT negatively correlated with vehicle ownership, transit accessibility to retail jobs, and household density. The region was then separated into 17 different areas (jurisdictions)
|
From page 29... ...
29 Phoenix examples. Each of the areas' facilities was determined to be carrying appreciable levels of through traffic, with Scottsdale being least affected (23% to 28% range, peak and offpeak)
|
From page 30... ...
30 General Plan, and they varied with respect to regional location, proximity to Metrorail and key highway facilities, density and mix of development, and overall scale. The areas ranged in size from 2.8 to 4.9 square miles, in household density from 0.3 to 3.8 households per acre, in employment density from 631 to 6,660 employees per acre, in jobs–housing ratios from 0.82 to 3.88, and in retail jobs–housing ratios from 0.09 to 1.51.
|
From page 31... ...
31 evident in the designs that were reflected in the scenario. This implied that county also needed additional tools and protocols to support better design of its smart growth centers.
|
From page 32... ...
32 Klastorin et al.
|
From page 33... ...
33 (e.g., dumpsters, misdirected trucks, mis-parked cars, and homeless persons) , and the improper design of loading docks (e.g., at the bottom of steep descents with tight turn radii)
|
From page 34... ...
34 mode shares rose very slightly (10% or less of their already very low values) , while average speeds during peak times of day fell negligibly.
|
From page 35... ...
35 variable truck sizes, scheduling needs, and other logistical decisions. In general, there is an economy of size that comes with freight shipments for larger establishments (though their data also show some peaking of trip generation rates for certain types of mid-sized-firms)
|
From page 36... ...
36 4 to 1 or more. Location is important, and HDT travel is a part of the equation.
|
From page 37... ...
37 not been developed into a tool for this purpose that could be shared or adapted for use by planning agencies. The second area is that many agencies reflected on the need for coordination, cooperation and communication with local governments on land use policy, since land use regulations are primarily governed by local governments.
|
From page 38... ...
38 found significant influence of employment density on reducing single-occupant-vehicle use and increasing walk and transit for work trips (Frank and Pivo 1994)
|
From page 39... ...
39 own fewer cars, make fewer trips by vehicle, and generate lower rates of VMT than household of comparable demographic composition living in more conventional single-use settings. Similar results occur in employment and commercial activity centers.
|
From page 40... ...
40 delivery made onsite by specialized mall-managed vehicles at shopping malls and large office buildings. • Commercial strip development is undesirable, as it is not so conducive to safe or efficient delivery practices.
|
From page 41... ...
41 movement must occur to sustain the enterprise of human settlement. Better design of loading docks, better vehicle and routing choices, more full-cost pricing (of fuels, scarce road and parking spaces, and vehicles)
|
Key Terms
This material may be derived from roughly machine-read images, and so is provided only to facilitate research.
More
information on Chapter Skim is available.