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Suggested Citation:"Chapter 3 - The Built Environment." National Academies of Sciences, Engineering, and Medicine. 2022. Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation. Washington, DC: The National Academies Press. doi: 10.17226/26821.
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Suggested Citation:"Chapter 3 - The Built Environment." National Academies of Sciences, Engineering, and Medicine. 2022. Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation. Washington, DC: The National Academies Press. doi: 10.17226/26821.
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Page 28
Suggested Citation:"Chapter 3 - The Built Environment." National Academies of Sciences, Engineering, and Medicine. 2022. Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation. Washington, DC: The National Academies Press. doi: 10.17226/26821.
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Page 28
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Suggested Citation:"Chapter 3 - The Built Environment." National Academies of Sciences, Engineering, and Medicine. 2022. Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation. Washington, DC: The National Academies Press. doi: 10.17226/26821.
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Page 29

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26 Implementing MOD and AVs will likely result in changes to the built environment. This chapter summarizes the potential impacts AVs may have on the built environment and potential changes to infrastructure that may be required. Tools for the Built Environment Tools included in this chapter: • Different built environment types and features that AVs may impact. • Potential infrastructure changes necessary for AV deployment. The Role of the Built Environment The United States has a variety of urbanization patterns that can generally be classified into five common built environment types. These different built environment types may alter the impact of MOD and AV introduction. Figure 5 illustrates these different built environment types. More detailed information on built environment types is included in NCHRP Web-Only Document 331. MOD and AVs may impact residential density, parking, and road infrastructure differently in each built development type. Table 9 summarizes the potential impacts of AVs on these areas across the five built environment types. In the table, the upward facing arrows indicate increases in the respective char­ acteristics, while the downward facing arrows represent decreases. Boxes with both upward and downward facing arrows illustrate areas where the anticipated impacts are unclear. The deployment of HAVs will likely be influenced by the existing built environment (Cohen and Shaheen, forthcoming). In small and rural communities, a more evolutionary transition to privately owned AVs is anticipated due to longer travel distances and lower populations that may make affordable SAVs with short wait times less likely. In auto­oriented regions (e.g., Houston, Texas; Tampa, Florida) with some areas of high­density coupled with large areas of suburban development, a mix of privately owned and SAVs could evolve. In these types of regions, there could be a disruptive change in urban centers as SAVs could be deployed in shared fleets due to their high cost. Transit­oriented regions (e.g., New York City; Chicago, Illinois) could be poised for the greatest disruption and potential adoption for SAVs given the existing mode share for taxis and TNCs coupled with higher densities and parking costs that together discourage auto ownership (Cohen and Shaheen, forthcoming). Figure 6 depicts these relationships. C H A P T E R 3 The Built Environment

The Built Environment 27   Cohen and Shaheen 2016 NOTE: CBD = Central Business District. Illustration provided by Booz Allen Hamilton with information provided by the National Cooperative Highway Research Program. Figure 5. Common U.S. built environment types.

28 Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation Adapted from Fig. 4., Corwin and Kelly 2015. Figure 6. Potential outcomes for sharing and automation in different built environments. Residential Density Parking Road Infrastructure C ity C en te r Increasing density as AVs allow passengers to be dropped off; then, vehicles park further away. Decreasing parking infrastructure as AVs can self-park elsewhere. Altering existing infrastructure (e.g., loading zones) to support increased use of MOD and AVs. Su bu rb an Decreasing density as AVs and other technologies (e.g., telecommuting) improve commutes and access to resources and support living further from city centers. Redevelopment of parking lots for other uses (e.g., green spaces, shops). Once AVs have penetrated the market, narrowing roads due to reduced human error from AVs. E dg e C ity Decreasing density as MOD and AVs lead people to move further away or increasing density as people move closer to the city center. Development of parking structures in accordance with flexible designs to support urban parking. Development of staging areas (e.g., for parking, package delivery) around major roadways to decrease congestion. E xu rb an Increasing density as AVs and other technologies (e.g., telecommuting, telemedicine) improve commutes and driving times. Altering parking structures to accommodate electric MOD modes and AVs. Increasing quantities of infrastructure (e.g., housing) that support longer commutes with MOD and AVs. R ur al Potentially increasing density as urban dwellers move further from city centers and complete trips using MOD and AVs. Increasing parking infrastructure to house vehicles from urban and suburban environments. Increasing road speeds due to increased safety from AVs. Table 9. Potential AV impacts in different built environments.

The Built Environment 29   AVs also have the potential to expand access and mobility for households in less urbanized communities with fewer transportation options. These communities could benefit from the addition of innovative mobility services and economic development supporting AVs (e.g., storage, maintenance). AVs also have the potential to serve public­transit­dependent house­ holds and a variety of gap­filling use cases, such as low­density and late­night transportation services. In an AV future, the built environment could change in three funda­ mental ways: 1. The density of urban centers could increase as vehicle automation could impact private vehicle ownership and use. Even if privately owned, AVs would no longer need to be parked in a community’s highest­valued real estate. Instead, these vehicles could self­drive and park away from residential, employment, and other activity centers. As such, auto­oriented land uses, such as parking and gas stations could be redeveloped into housing, offices, and other land uses following principles of highest and best use. These land uses may need to be redeveloped into supportive infrastructure for EVs, such as charging stations or housing opportunities equipped with charging infrastruc­ ture. The four criteria guiding the highest and best use of real estate are legal permissibility, physical possibility, financial feasibility, and maximum productivity (Dotzour et al. 1990). 2. Suburban and exurban areas could also expand, particularly in regions with high costs of living and a lack of affordable housing. With telecommuting growth, fewer workdays in the office, and AVs, longer commutes could become less of an impediment. In addition, ADVs could support residents living further from resources such as grocery stores. Vehicle auto­ mation has the potential to transform commutes and other vehicle trips from lost driving time into productive hours that could be spent working, relaxing, or resting. 3. A reduction in parking is likely, although estimating the precise reduction is difficult and will likely be regional, based on AV ownership rates; the built environment and walkability of a city; and the availability of high­quality public transportation and on­demand mobility options. Parking is an expensive addition to most real estate projects, and the vast majority is unpaid with no return on investment. A reduction in parking demand can free up land and capital to make other property improvements, such as increased density and public spaces. Key Takeaways • The introduction of MOD and AVs may increase residential density in some built environ­ ment types by reducing the need for nearby parking, while in other areas (e.g., rural commu­ nities) more palatable commutes may result in increased density. • Parking requirements may also differ by built environment type; some areas may witness a repurposing of existing parking infrastructure while others develop new parking infrastructure. • The different built environment types may alter what road infrastructure is implemented with the introduction of MOD and AVs; some areas gain loading zones while others develop staging areas. • The introduction of MOD and AVs may generally increase the density of urban areas, expand suburban and urban areas, and reduce parking.

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Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation Get This Book
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Technology is changing the way people move and is reshaping mobility and society. The integration of transportation modes, real-time information, and instant communication and dispatch—possible with the click of a mouse or the touch of a smartphone app—is redefining mobility.

The TRB National Cooperative Highway Research Program's NCHRP Research Report 1009: Shared Automated Vehicle Toolkit: Policies and Planning Considerations for Implementation provides resources that identify key stakeholders and partnerships, offers emerging lessons learned, and provides sample regulations that can be used to help plan for and integrate emerging modes.

Supplemental to the report are Appendix A, a presentation, and NCHRP Web-Only Document 331: Mobility on Demand and Automated Driving Systems:A Framework for Public-Sector Assessment.

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