Site-Specific Transportation Demand Management: Case of Seattle’s Transportation Management Program, 1988–2015

A central theme of U.S. transportation planning policies is to reduce single-occupancy vehicle (SOV) trips and promote transit and non-motorized transportation by coordinating land-use planning and transportation demand management (TDM) programs. Cities often implement TDM programs by intervening with new development during the municipal permit review process. Seattle’s Transportation Management Program (TMP) under a joint Director’s Rule (DR) requires a commitment from developers to adopt select strategies from six TDM element categories: program management, physical improvements, bicycle/walking programs, employer-based incentives, transit and car/vanpooling, and parking management. TMP targets new developments and requires some TDM elements, recommends others, and leaves the rest to negotiation. The result is an individualized TMP agreement that is site-specific, reflecting both city policy and developer needs. This case study presents a qualitative analysis of the guiding eight DRs and 41 site-specific TMP agreements in Seattle’s Downtown and South Lake Union (SLU) area since 1988. Overall, a content analysis of TMP documents reveals that the average number of elements adopted in an agreement falls short of requirements set by DRs (34%–61%). Major findings include developer preference toward non-traditional TDM measures such as physical improvement of frontage and urban design features, as well as parking management. High-occupancy vehicle (HOV) elements showed higher adoption rates (59%–63%) over biking/walking programs (< 1%). It is concluded that future TDM policies could benefit if future research includes examining the effectiveness of the range of management options stemming from the real estate trends toward green buildings, tenants’ values in sustainability, and city policy to reduce automobile trips.

Analysis Public Transportation City of Dili to Improve Service with Users Characteristics

Many public transport drivers in City of Dili do not apply various regulations from the government. Located on Becora-Baidi, Becora-Bidau, and Tasi Tolu-Bidau Road. This causes congestion and traffic accidents, and impact on economy. The purpose of study is to determine the trip generation model and its factors, city transportation service performance, and how to formulate TDM concept in public transport. The survey conducted was daily volume of public transport, questionnaires, and interviews 2020. Looking for value of angkot generation with instrument test and multiple regression (IBM SPSS 22). To analyze services used parameters and Severy Index. Then, concept of Transportation Demand Management (TDM) with Guttman Scale. After analyzing, the trip generation value, Y = -1,3920 + 0,0275.X1 + 0,4958.X2 + 0,1734.X3 – 0,0601. X4 - 0,0657.X5 - 0,0001.X6 - 0,0193.X7 - 0,7670.X8 + 0,8801.X9 + 0,6721.X10 + 0,1058.X11, positive value is factor that most influences the respondent's decision to trips using public transportation: gender (X1), age (X2), job (X3), duration of trip (X9), number of passengers (X10), and waiting time for public transportation (X11). However, in service level is still “low” category. Then, for TDM concept gets 87% in 51%-99% range. Means that angkot users agree, if TDM concept is propose to the government of Dili City, and public transportation will be better in the future. Keywords: Trip Generation, Public Transportation Mode, Public Transportation Services, Transportation Demand Management, TDM.

Exploratory Evaluation of a Concept Combining Incentivized On-Demand Ridesharing with Congestion Pricing

This paper presents an innovative transportation demand management concept involving congestion pricing synergistically combined with incentivized on-demand ridesharing. An exploratory evaluation of the concept was undertaken using sketch-planning tools developed by the Federal Highway Administration. The analysis suggests that the concept could be financially viable, achieve significant economic benefits, and potentially generate surplus revenues that could be sufficient to address transportation funding gaps.

Análisis del estado del arte y experiencias de gestión de demanda de transporte urbano en América Latina y el Caribe

En las últimas décadas, la tasa de motorización en los países de América Latina y el Caribe (ALC) se ha incrementado, principalmente, por el crecimiento de los niveles de ingreso de las personas, lo que ha generado aumentos tanto en niveles de congestión, como también en variables medioambientales tales como la polución y el ruido. Una de las respuestas a este crecimiento de la tasa de motorización ha sido el desarrollo de políticas con enfoque en la oferta. A través de estas se ha propuesto aumentar la infraestructura vial con el objetivo de mejorar las condiciones de flujo y desplazamiento del tráfico vial, disminuyendo así las condiciones de congestión. Este enfoque se ha traducido en obras de infraestructura, como el ensanchamiento de calles y el desarrollo de nuevas vías y autopistas. A pesar de estos esfuerzos, existe evidencia en la literatura de que este tipo de respuesta podría resultar insostenible en el largo plazo, por su alto costo y porque promueve el uso del automóvil particular, generando aumentos en la congestión y contaminación entre otras externalidades. Una de las soluciones que ha planteado la literatura es abordar la problemática a través de medidas que gestionen la demanda por el uso de la infraestructura, promoviendo así una utilización más eficiente de la oferta vial disponible. El desarrollo de medidas de gestión de la demanda (Transportation Demand Management, TDM por sus siglas en inglés) ha sido ampliamente reportado y discutido como política de transporte a nivel global, donde su implementación se ha concentrado en intervenciones como la restricción de circulación de vehículos (pico y placa), la tarificación vial por congestión, la redistribución del espacio vial (vías de uso exclusivo o reversibles), y los impuestos a la compra y operación de vehículos particulares, entre otras. ALC no ha estado al margen de la implementación de este tipo de medidas, con distintos niveles de éxito en su implementación y desarrollo. El presente documento considera una recopilación no exhaustiva de casos y experiencias de la aplicación de medidas de gestión de demanda, tanto en ALC como en otras ciudades del mundo, con el objetivo de compartir estas experiencias de políticas públicas de transporte para contribuir a su discusión para potenciales implementaciones a futuro. Adicionalmente, este trabajo se plantea como instrumento de guía, apoyo y consulta para los distintos stakeholders de transporte urbano de las ciudades de ALC.

Freight and Service Parking Needs in Historical Centers: A Case Study in São João Del Rei, Brazil

The objective of this study is to analyze the demand for loading and unloading parking spaces in the center of São João Del Rei, a historical city in the State of Minas Gerais, Brazil, through freight trip generation models. To generate the models, the number of employees is used as an independent variable. Results show that the historical center receives an average of 710 freight trips per day, which would require at least 43 spaces for loading and unloading. As the center has only eight such spaces available, representing 18% of total demand, this study proposes new locations and suggests transportation demand management measures that could be used in conjunction with the allocation of new parking spots.

Traveler’s Willingness to Accept and Provide Carpooling Services: A Case Study in Beijing

Carpooling as a transportation demand management (TDM) tool is currently being prevalent in major Chinese cities and producing much diminishment in the frequency of solo-driving trips. Meanwhile, much disputes relating to carpooling is arising. To better understand the acceptance and the influence factors of carpooling, this paper investigates travelers’ willingness to provide and accept carpooling services. Firstly, a questionnaire survey was conducted. Secondly, we proposed a theoretical model, both car-owners and non-car-owners were sampled as respondents, and a multi-variable regression method was employed to analyze the survey data. Finally, we found that the higher acceptance, the more positive reactions to carpooling. The results indicate that it is necessary to improve the public’s acceptance of carpooling, because lower acceptance will lead to more negative reactions towards the carpooling, which may weaken its effectiveness.