Corrigendum to “Public transit generates new physical activity: Evidence from individual GPS and accelerometer data before and after light rail construction in a neighborhood of Salt Lake City, Utah, USA” [Health Place 36 (2015) 8–17]

Background:Complete streets require evaluation to determine if they encourage active transportation.Methods:Data were collected before and after a street intervention provided new light rail, bike lanes, and better sidewalks in Salt Lake City, Utah. Residents living near (<800 m) and far (≥801 to 2000 m) from the street were compared, with sensitivity tests for alternative definitions of near (<600 and <1000 m). Dependent variables were accelerometer/global positioning system (GPS) measures of transit trips, nontransit walking trips, and biking trips that included the complete street corridor.Results:Active travel trips for Near-Time 2 residents, the group hypothesized to be the most active, were compared with the other 3 groups (Near-Time 1, Far-Time 1, and Far-Time 2), net of control variables. Near-Time 2 residents were more likely to engage in complete street transit walking trips (35%, adjusted) and nontransit walking trips (50%) than the other 3 groups (24% to 25% and 13% to 36%, respectively). Bicycling was less prevalent, with only 1 of 3 contrasts significant (10% of Near-Time 2 residents had complete street bicycle trips compared with 5% of Far-Time 1 residents).Conclusions:Living near the complete street intervention supported more pedestrian use and possibly bicycling, suggesting complete streets are also public health interventions.

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The Residents’ Benefits and Concerns Before and After a New Rail Stop

Environment and Behavior ◽

10.1177/0013916510392030 ◽

2010 ◽

Vol 43 (6) ◽

pp. 789-806 ◽

Cited By ~ 11

Author(s):

Barbara B. Brown ◽

Carol M. Werner

Keyword(s):

Land Use ◽

Salt Lake ◽

Salt Lake City ◽

Social Benefits ◽

Light Rail ◽

Child Safety ◽

Resident Perceptions ◽

Before And After ◽

Lake City ◽

Rail Service

Transit-oriented developments are touted as providing a variety of social benefits, but personal benefits to residents are underresearched. The authors surveyed 51 residents before and after a new light rail stop was constructed in their revitalizing Salt Lake City neighborhood. Residents anticipated and then later experienced increased housing and neighborhood economic values, enhanced sense of community, and improved neighborhood reputation. Residents experienced greater than anticipated pedestrian and child safety after rail service started. Compared with resident perceptions of walkable neighborhoods elsewhere, the Salt Lake residents perceived their neighborhood to be denser, and offering less land-use diversity and more crime safety problems. Perceived walkability increased, with residents reporting greater land-use diversity and neighborhood satisfaction after rail stop completion. However, residents said more stores, parks and trails, and trees would improve walkability. These results show the personal benefits residents desire to make transit-oriented living a satisfying residential alternative.

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Connectivity and Usership of Two Types of Multi-Modal Transportation Network: A Regional Trail and a Transit-Oriented Commercial Corridor

Urban Science ◽

10.3390/urbansci3010034 ◽

2019 ◽

Vol 3 (1) ◽

pp. 34 ◽

Cited By ~ 2

Author(s):

Ivis García ◽

Jeni Crookston

Keyword(s):

Low Income ◽

Urban Policy ◽

Salt Lake ◽

Transportation Network ◽

Salt Lake City ◽

Active Transportation ◽

Light Rail ◽

The North ◽

Lake City ◽

Key Aspects

This article explores concepts related to connectivity and usership of the Jordan River Parkway Trail (JRPT) and the North Temple corridor—two locations or nodes that link together in a larger transportation network along the west side of Salt Lake City, Utah, a low-income, racially and ethnically diverse area. The JRPT is a multi-use trail providing regional connectivity for bicycles and pedestrians. It intersects North Temple, a transit development corridor accommodating automobiles, light rail, buses, bicycles, and pedestrians. Although the purposes of each corridor differ, one being recreational and one being commercial, the modes of transportation for each corridor overlap through active transportation—that is, biking and walking. The questions that drive this paper are: (1) How are these two neighborhood assets are connected and form a larger transportation network? and, (2) How can connectivity and usership be improved? The idea of increasing the utilization of the JRPT through increasing destinations along North Temple and vice versa is explored. Community feedback was gathered through a survey which was distributed to 299 residents who live less than a mile from each subnetwork. Extracted from the responses were key aspects of connectivity, accessibility, and the purposes of each corridor for the community as a whole to understand how they are connected and how they affect each other. More broadly, urban policy recommendations that increase active transportation connectivity and usership of two sets of links—that is, regional trails and transit-oriented corridors such as the JRPT and the North Temple corridor are described.

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Liberating Cities from Cars

Greenovation ◽

10.1093/oso/9780190695514.003.0006 ◽

2020 ◽

pp. 122-150

Author(s):

Joan Fitzgerald

Keyword(s):

Public Transit ◽

Salt Lake ◽

Public Support ◽

Salt Lake City ◽

Cultural Barriers ◽

Ballot Initiatives ◽

Climate Action ◽

Lake City

This chapter begins with a range of actions cities can pursue to deprioritize cars while making room on their streets for transit, cyclists, and walkers. It then describes how these strategies work in greenovating cities. The chapter presents the case of Oslo, which is moving toward a car-free downtown. It then looks at three American cases that illuminate the technical, political, and cultural barriers to deprioritizing cars. Efforts in Seattle illustrate that even in a liberal city committed to climate action, deprioritizing cars is painful and politically charged. Nashville’s two failed ballot initiatives to fund transit infrastructure reveal the challenges many cities will face in trying to introduce public transit. Finally, Salt Lake City has been successful in implementing transit. With broad public support and constraints caused by mountains and lakes, Salt Lake City has been able to forge new transit links to reduce congestion.

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Safety and Nonoptimal Usage of a Protected Intersection for Bicycling and Walking: A Before-and-After Case Study in Salt Lake City, Utah

Sustainability ◽

10.3390/su12219195 ◽

2020 ◽

Vol 12 (21) ◽

pp. 9195

Author(s):

Torrey Lyons ◽

Dong-ah Choi ◽

Keunhyun Park ◽

S. Hassan Ameli

Keyword(s):

Salt Lake ◽

Salt Lake City ◽

Active Transportation ◽

Video Data ◽

Positive Effects ◽

Transportation Modes ◽

Before And After ◽

Lake City ◽

And Behavior

This paper describes a before-and-after case study of a protected intersection in Salt Lake City, Utah. The intersection was completed in late 2015 and represented one of the first examples of a protected intersection design in North America. We analyzed bird’s-eye view video data that was recorded before the intersection was implemented and compared it against video data recorded from the exact same location after implementation. In order to examine changes in intersection usage and behavior, we operationalized safety in terms of the frequency of nonoptimal behaviors demonstrated by active transportation modes. We found that active transportation usage of the intersection has increased since the new configuration, with most of that growth attributable to e-scooter users. There was minimal change in the rates of nonoptimal behaviors by pedestrians. Bicyclists showed mostly decreased rates of nonoptimal behaviors, suggesting improved safety for this mode. E-scooter users, however, demonstrated nonoptimal behaviors at very high rates as compared with other active modes. This case study gives evidence that a protected intersection can have positive effects on active transportation volume and safety in a U.S. context.

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