Developing Long-Range Transportation Plans for Small Urbanized Areas in the ISTEA Era: Tallahassee 2020 Plan Update

1996 ◽  
Vol 1518 (1) ◽  
pp. 13-18
Author(s):  
Robert G. Schiffer
Keyword(s):  
Land Use ◽  
Air Quality ◽  
Long Range ◽  
Demand Management ◽  
Transit System ◽  
Transit Systems ◽  
Transportation Demand ◽  
Metropolitan Planning Organizations ◽  
Planning Organizations ◽  
Urbanized Areas

Passage of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) has resulted in a number of new requirements for the development of long-range transportation plans sponsored by metropolitan planning organizations. Many of the published ISTEA discussions have revolved around large urbanized areas with significant air quality problems, large congested freeway systems already in place, and fixed-guideway transit systems either operating now or planned for the future. The Tallahassee–Leon County MPO is responsible for transportation planning activities for an area with a 1993 population of 206,000. Tallahassee has no significant air quality problems, only one Interstate facility (which does not even serve the downtown core), and a limited bus transit system. With this backdrop, the Tallahassee 2020 Transportation Plan Update has been conducted with an eye toward the ISTEA goals of providing for intermodal connectivity, developing multimodal solutions, evaluating the link between transportation and land use, and enhancing the public participation process. ISTEA consistency has been addressed in the Tallahassee 2020 Plan Update through a variety of means, including the following: (a) complete model calibration based on recently collected origin-destination data; (b) use of the 15 ISTEA as a framework for the adopted goals and objectives; (c) public presentations to a variety of civic groups and committees; (d) model testing and deficiency analysis of alternative future land use scenarios; (e) recommendations of improvements that provide for preferential treatment of high-occupancy vehicles; (f) identification of locations of future bicycle, pedestrian, and park-and-ride facilities; and (g) coordination with a separate study on the effects of enhanced transportation demand management software implementation.

Planning Transit System for Indian Cities

2018 ◽  
pp. 1647-1672
Author(s):  
Arnab Jana ◽  
Ronita Bardhan
Keyword(s):  
Land Use ◽  
Traffic Congestion ◽  
Transit System ◽  
Transit Systems ◽  
Seamless Connectivity ◽  
Global Environmental ◽  
Limited Opportunity ◽  
Land Use Development ◽  
Parking Demand ◽  
Indian Cities

Indian cities are currently in a phase of transition. Continuous urbanization and seamless connectivity is the paradigm. Proliferating bourgeois class is extending the demand for private automobiles. With limited opportunity to increment land use allocated to transportation and rapid shift towards automobile ownership, importance of transit system is being sensed. City managers believe that public transit could be an alternative in providing solution to ever increasing problem of traffic congestion, parking demand, accidents and fatalities, and global environmental adversities. This chapter examines the critical planning issues that need to be addressed. It highlights the opportunities and challenges these cities are poised towards transit system planning. The experiences from cities worldwide that have adopted transit systems to create compact city forms fostering mixed land use development are exemplified here. A ‘3P' developmental framework of ‘provide', ‘promote' and ‘progress' has been proposed to harness the opportunity.

Evaluating Travel and Air Quality Cost-Effectiveness of Transportation Demand Management Projects

1996 ◽  
Vol 1520 (1) ◽  
pp. 11-18 ◽  
Author(s):  
Eric N. Schreffler ◽  
Theresa Costa ◽  
Carl B. Moyer
Keyword(s):  
Air Quality ◽  
Demand Management ◽  
Fine Particulate Matter ◽  
Large Data ◽  
Quantitative Information ◽  
Transportation Demand Management ◽  
Quality Cost ◽  
Transportation Demand ◽  
Vehicle Registration ◽  
Organic Gases

Many transportation planners and those implementing transportation demand management (TDM) programs have been frustrated by the lack of quantitative information on what types of TDM strategies work best and where. This underscores the need for sound evaluation of TDM programs and demonstration projects. However, many evaluations to date have used a variety of methods and assumptions when quantifying the travel and air quality impacts of TDM projects. A study funded under the AB 2766 vehicle registration fee program in southern California resulted in the development of a standardized methodology and then applied the method to 15 TDM demonstration projects. The method differed from most of the self-evaluations in that it discounted vehicle trip reduction to account for those who switched from one high-occupancy vehicle mode to another and for those who accessed the new commute alternative by driving alone to a pickup point; factored out the emission of shuttle and transit vehicles used in providing new service; and used standardized emission factors to determine reductions in reactive organic gases, carbon monoxide, nitrogen oxide, and fine particulate matter. Results of the application of the method to various TDM projects reveal a range of impacts and point to the inaccuracies of self-reported results, particularly in the area of total emission reductions. More standardization of TDM evaluation methods is called for so that a large data base of consistent and reliable information can be assembled across agencies with the goal of generalizing the effectiveness and transferability of various TDM strategies and programs.

Modeling Long-Range Transportation and Land Use Scenarios with Citizen-Generated Policies in the Sacramento, California, Region

2005 ◽  
Vol 1902 (1) ◽  
pp. 99-106
Author(s):  
Robert A. Johnston ◽  
Shengyi Gao ◽  
Michael J. Clay
Keyword(s):  
Land Use ◽  
Long Range ◽  
Land Use Changes ◽  
Bus Rapid Transit ◽  
Pricing Policy ◽  
Transit System ◽  
Planning Agency ◽  
Reduce Emissions ◽  
Bus Service ◽  
High Occupancy Vehicle Lanes

The Sacramento, California, region has been engaged in an innovative long-range visioning process in 2004 and 2005; the regional transportation planning agency is defining and modeling several 50-year growth scenarios. The authors worked with environmental and social equity citizens’ groups to define policies that would reduce emissions, serve lower-income travelers better, and preserve habitats and agricultural lands in the region. The citizens’ groups rejected the new freeways planned for the region as well as the substantial freeway widenings for high-occupancy vehicle lanes. In addition, they defined a more ambitious transit system, involving new bus rapid transit lines and shorter headways for all rail and bus service. This transit-only plan was modeled by itself and along with a land use policy for an urban growth boundary and a pricing policy for higher fuel taxes and parking charges for work trips. A new version of the MEPLAN model was used to simulate these scenarios over 50 years, and findings about total travel, mode shares, congestion, emissions, land use changes, and economic welfare of travelers are described.

Florida Metropolitan Planning Organization Reports on Transit Capacity and Quality of Service: First-Year Evaluation

2003 ◽  
Vol 1841 (1) ◽  
pp. 128-134 ◽  
Author(s):  
Victoria A. Perk ◽  
Chandra Foreman
Keyword(s):  
Quality Of Service ◽  
First Year ◽  
Actual Process ◽  
Transit Systems ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Florida Department ◽  
Planning Organizations ◽  
Transit Capacity

As an application of the transit quality-of-service framework presented in the first edition of the Transit Capacity and Quality of Service Manual (TCQSM), the Florida Department of Transportation required all metropolitan planning organizations (MPOs) in the state where fixed-route transit service operates to analyze those services on the basis of the six measures identified in the TCQSM: service frequency, hours of service, service coverage, passenger loading, reliability (on-time performance and headway adherence), and transit versus automobile travel time. A first-year evaluation compiles the analyses provided by the participating MPOs and provides an assessment of the aggregate performance of the transit systems. A larger part of the study focused on the examination of the actual process used by the MPOs and transit systems to evaluate their services. Changes recommended to improve and refine the process for future years are presented, based on the first-time experiences of the MPOs. This evaluation serves as a model for other areas in the country interested in applying the customer-oriented assessment of transit based on the TCQSM.

scholarly journals Medellin Air Quality Initiative (MAUI)

2021 ◽  
Author(s):  
Andres Yarce Botero ◽  
Olga Lucia Quintero Montoya ◽  
Santiago Lopez-Restrepo ◽  
Nicolás Pinel ◽  
Jhon Edinson Hinestroza ◽  
...  
Keyword(s):  
Land Use ◽  
Air Quality ◽  
Human Health ◽  
Long Range ◽  
Low Cost ◽  
Region Of Interest ◽  
Pollution Assessment ◽  
Health Impact ◽  
Cellular Damage

This chapter book presents Medellín Air qUality Initiative or MAUI Project; it tells a brief story of this teamwork, their scientific and technological directions. The modeling work focuses on the ecosystems and human health impact due to the exposition of several pollutants transported from long-range places and deposited. For this objective, the WRF and LOTOS-EUROS were configurated and implemented over the región of interest previously updating some input conditions like land use and orography. By other side, a spinoff initiative named SimpleSpace was also born during this time, developing, through this instrumentation branch a very compact and modular low-cost sensor to deploy in new air quality networks over the study domain. For testing this instrument and find an alternative way to measure pollutants in the vertical layers, the Helicopter In-Situ Pollution Assessment Experiment HIPAE misión was developed to take data through the overflight of a helicopter over Medellín. From the data obtained from the Simple units and other experiments in the payload, a citogenotoxicity analysis quantify the cellular damage caused by the exposition of the pollutants.

Reshaping the Region

2015 ◽  
Vol 2537 (1) ◽  
pp. 33-41
Author(s):  
Stephanie Pollack ◽  
Anna Gartsman ◽  
Timothy Reardon ◽  
Meghna Hari
Keyword(s):  
Land Use ◽  
Public Transportation ◽  
Travel Behavior ◽  
Massachusetts Bay ◽  
Data Set ◽  
Transit System ◽  
Transit Systems ◽  
Commuter Rail ◽  
In Transit ◽  
The Impact

The American Public Transportation Association's use of a “land use multiplier” as part of its methodology for calculating greenhouse gas reduction from transit has increased interest in methodologies that quantify the impact of transit systems on land use and vehicle miles traveled. Such transit leverage, however, is frequently evaluated for urbanized areas, although transit systems serve only a small proportion of those areas. If transit leverage is stronger in areas closer to transit stations, studies based on larger geographies may underestimate land use and travel behavior effects in transit-served areas. A geographic information system–based data set was developed to understand better the leverage effects associated with the mature and extensive Massachusetts Bay Transportation Authority transit system in areas proximate to its stations throughout Metropolitan Boston. The region was divided into the subregion that was transit-proximate (within a half mile of a rapid transit station or key bus route), the portion that was commuter rail–proximate, and the remaining 93.3% of the region that was not proximate to high-frequency transit. Households in the transit-proximate subregion were significantly more likely to commute by transit (and walking or biking), less likely to own a car, and drove fewer miles than households in the non-transit-served areas of the region. Commuter rail–proximate areas, although denser than the region as a whole, exhibited more driving and car ownership than regional averages. Given these spatial and modal variations, future efforts to understand transit leverage should separately evaluate land use and travel effects by mode and proximity to transit stations.

Lessons for Research and Practice

2001 ◽  
Author(s):  
Marlon Boarnet ◽  
Randall C. Crane
Keyword(s):  
Traffic Congestion ◽  
Sense Of Self ◽  
Demand Management ◽  
Transit Oriented Development ◽  
Transportation Demand Management ◽  
Management Tools ◽  
Transit Systems ◽  
Residential Life ◽  
Transportation Demand ◽  
The Many

Transportation problems seem to offer no end of interesting policy wrinkles and technical challenges, but despite the promise of each new technological innovation, financial windfall, and dazzling social science breakthrough, planners have not fared well. Air pollution, fuel, and traffic congestion costs continue to mount to where the benefits of making any headway appear substantial. Yet as more freeway lanes are dedicated to car-poolers and tollways, and new transit systems continue to soak up many billions of dollars, getting people to “improve” their driving behavior remains the ultimate planning brick wall. Increasing evidence suggests that transportation demand management schemes have extremely limited effectiveness, in the sense that only marginal and perhaps even cost-ineffective changes can be expected from most of the tools applied thus far. One view is that the planner’s arsenal of transportation demand management tools has proven largely ineffective in dealing with traffic congestion especially. The somewhat more optimistic account of some planners and architects is that attention has been focused on symptoms rather than the disease itself. As discussed in chapter 1, the vanguard of such urban design schools as the New Urbanism, Neotraditional planning, and transit-oriented development collectively argue that the way we organize space has profound implications not only for traffic patterns but perhaps also for our sense of self and modern civilization as a whole. Prominent urban designers, planners, and political leaders forcefully claim that these development strategies will, among other things, improve traffic conditions, reduce home prices, and generally increase the quality of residential life. Of course, this is just talk. As bold and stirring as these claims may be, they are mainly meant to get us thinking afresh about where and how improvements can be made—not as cold hard facts. Most transportation planners probably recognize that blanket statements of this nature are overly simplistic. Even the architects and planners promoting these ideas are usually careful to emphasize the many ingredients necessary to obtain desired results: the straightening of streets to open the local network, the calming of traffic, the better integration of land uses and densities, and so on.

Innovations in Long-Range Transportation Planning: Observations and Suggestions

2003 ◽  
Vol 1858 (1) ◽  
pp. 1-8 ◽  
Author(s):  
Jeff Kramer ◽  
Edward A. Mierzejewski
Keyword(s):  
Long Range ◽  
Transportation Planning ◽  
Urban Transportation ◽  
Comprehensive Understanding ◽  
Technical Approach ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Planning Organizations ◽  
Transportation Research ◽  
Innovation And Change

In 1997, to gain a comprehensive understanding of the issues and concerns facing metropolitan planning organizations (MPOs) in Florida, the Center for Urban Transportation Research (CUTR) thoroughly reviewed the long-range transportation plans of each of the state’s 25 MPOs. The study made some substantial recommendations about technical approach and structure for improvements to MPO long-range plans. In 2002, CUTR again reviewed the state’s 25 MPO long-range transportation plans, following completion of the subsequent update cycle. The recent updates of Florida’s 25 MPO long-range plans are compared with the versions completed 3 to 5 years earlier. There has been much innovation and change in long-range transportation-planning practice across the state. These findings will be of interest to MPOs nationwide.

State-of-the-Practice in Connecting and Coordinating Transportation and Land Use Planning in the U.S.A.

2019 ◽  
Vol 2673 (9) ◽  
pp. 240-253
Author(s):  
Sadegh Sabouri ◽  
Amanda Dillon ◽  
David Proffitt ◽  
Megan Townsend ◽  
Reid Ewing
Keyword(s):  
Land Use ◽  
Case Studies ◽  
Land Use Planning ◽  
Smart Growth ◽  
Urban Centers ◽  
Metropolitan Planning Organizations ◽  
Suburban Sprawl ◽  
Planning Organizations ◽  
Stratified Sample ◽  
Program Funding

Metropolitan planning organizations (MPOs) providing funding for local land use planning is part of a growing trend which has so far received very little attention. This study surveyed a stratified sample of 30 U.S. MPOs weighted toward larger metropolitan areas. Of the 30 MPOs, about half were funding smart growth-oriented local land use planning through transportation and land use connection (TLC) programs. From them, 10 MPOs with TLC programs were selected and written up as case studies. Across the case studies it was found that the funding and support provided differs greatly by region. The ultimate goal of these programs was similar, however—to reduce suburban sprawl and the associated need for highway building, and instead to create more livable, sustainable, walkable, bikeable, and transit-accessible communities within the region. These gaols were achieved by promoting infill and development in and around urban centers, and encouraging concentration of activity around transit stations. With the exception of one program, funding portfolios have grown year by year. While project funding selection criteria differ across MPOs, how well they align with the region’s transportation plan seems to be of paramount importance.

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