Most American states and metropolitan areas have some idea as to the amount of growth they expect over the next several decades, based on estimates of projected demographic, household, market and industry trends. These estimates form the foundation of public policies and are vital for use in goal setting, planning, and implementation of a variety of growth and development strategies.
The promise of transit-oriented development (TOD) for increasing transit ridership, enhancing economic development, and establishing a “sense of place” at transportation nodes has been well documented in the literature. However, the majority of research addresses TOD in greenfield sites located primarily in suburban places in growing regions. The policies that are widely believed to be supportive of TOD are examined, the gap in knowledge about TOD in established city neighborhoods is addressed, and the challenges of TOD in different urban settings are compared.
This report examines relationships between residential location and travel patterns of the elderly. Using the 1995 Nationwide Personal Transportation Survey, we describe travel patterns of the elderly and estimate models of trip making, daily travel and transit use. Travel tends to shift to the middle part of the day with age, and trip making declines after age 75. We find that land use and travel relationships are largely the same for the elderly as for the non-elderly, though there is some evidence that the oldest elderly are more sensitive to local accessibility.
The increasingly adverse effects of automobile use on traffic congestion and air pollution, combined with the limited financial ability to continually invest in transportation infrastructure, has led to the consideration of non-transportation strategies for managing and influencing travel demand. The paradigm shift toward non-transportation strategies to manage travel demand gained momentum, in particular, with the advent of the New Urbanism movement in the early 1990s (Duany and Plater-Zyberk, 1991). The New Urbanism movement is a manifestation of environmental determinism, wherein the urban planner’s role is to engineer and encourage socially-vibrant and environmentally-friendly modes of transportation such as walking and bicycling.
The consideration of non-transportation strategies to manage demand, spurred by the New Urbanism movement, has led to a burgeoning literature at the interface of land use and transportation. In particular, there have been several studies…
A comprehensive look at the performance of the New Jersey Transit Village Initiative. From September 2002 to October 2003, the Alan M. Voorhees Transportation Center (VTC) at Rutgers University conducted an evaluation of the New Jersey Transit Village Initiative, funded by the New Jersey Department of Transportation (NJDOT). As part of this evaluation, VTC has produced the following reports in our assessment of the Initiative
Over the decades, public and private travel among Americans has increased significantly, making America one of the most mobile of societies. However, many policy-makers are concerned that the nature and distribution of travel are uneven, especially with regards to people of color. Developing a broader understanding of travel behavior of people of color, which includes African-Americans, Hispanics, Asians, and others, is essential to create a more equitable distribution of transportation system options. This understanding involves many aspects, including why, when, and how people travel, and how each of these aspects varies with time, geography, and population characteristics. There is still very little known about the travel patterns of people of color. Only recently have significant efforts been made to better understand travel behavior among racial and ethnic groups. This topic joins a small but growing field in transportation research that analyzes other issues of equity in travel…