Traveler Response to Transportation System Changes Handbook, Third Edition: Chapter 15, Land Use and Site Design (2003) / Chapter Skim
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Pages 101-121
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From page 101... ...
15-101 of Strategy" -- "Site Design" -- "Transit Supportive Design and Travel Behavior." Also, the authors acknowledge that key neighborhood descriptors were measured in the aggregate (one value per neighborhood)
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From page 102... ...
15-102 Table 15-46 Gross Residential Densities of Selected U.S. Cities and Suburbs, 1989-1990 City Persons per Sq.
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15-103 Residential densities calculated with non-residential uses excluded are found presented both as population densities per gross residential square mile, and as dwelling units (DUs) per gross residential acre, or per net residential acre.
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15-104 Table 15-48 Transit Modes Related to Potentially Suitable Downtown Size Ranges and Minimum Appropriate Residential Densities Mode Service Levels Downtown Size Range Minimum Residential Density Local Bus (minimum) 1/2 mile between routes 20 buses/day 5-8 million square feet of non-residential floorspace 4 dwelling units (DU)
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From page 105... ...
15-105 With regard to both sets of minimums presented in Tables 15-48 and 15-49, it bears reiteration that feasibility decisions -- especially for low intensity bus service -- are also heavily dependent on local funding and service policies. An agency willing to accept coverage of 15 percent of costs from fares will have a quite different standard for what transit service area coverage and frequencies are appropriate and feasible than one requiring, say, 50 percent cost coverage from fares.
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From page 106... ...
15-106 In contrast, clustering activities near major streets increases the effective density of travelers adjacent to transit service provided. Entire TOD communities may be designed around major bus routes, or stations of fixed route rail or bus rapid transit.
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15-107 7,000 acres of expansion were allowed, a 3 percent land area growth (NTI, 2000)
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15-108 Most planning practitioners view reduced consumption of land as beneficial for reasons including protection of agricultural and recreational lands, water pollution control and groundwater recharge, and habitat and biodiversity preservation (Ewing, 1997)
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15-109 Table 15-52 1982-1996 Urbanized Area Population and Major Highway VMT Growth Urbanized Area Fourteen-year Population Growth in Percent Freeway and Principal Arterial VMT Growth in Percent Atlanta, GA 53% 119% Boston, MA 6 31 Charlotte, NC 63 105 Chicago, IL-IN 11 79 Houston, TX 28 54 Kansas City, MO-KS 23 79 Miami-Hialeah, FL 18 61 Nashville, TN 25 120 New York, NY-NJ 3 40 Pittsburgh, PA 7 54 Portland-Vancouver, OR-WA 26 98 Salt Lake City, UT 32 129 San Antonio, TX 29 77 Seattle-Everett, WA 35 59 Washington, DC-MD-VA 28 78 Source: "Urban Roadway Congestion, Annual Report 1998," Texas Transportation Institute, as presented in U.S. Environmental Protection Agency (2001)
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From page 110... ...
15-110 Table 15-53 Percentage Changes in Key Factors Accompanying Growth in VMT, 19831990 Contributing Factors Growth Travel Measures Growth Population 6.0% Average Person Trip Length 8.0% Number of Households 9.3 Number of Person Trips 12.6 Number of Workers 14.6 Total Person Miles 13.9 Number of Licensed Drivers 10.9 Average Vehicle Trip Length 13.9 Number of Vehicles 15.0 Number of Vehicle Trips 25.2 Total Vehicle Miles of Travel 40.6 Source: FHWA (1991)
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From page 111... ...
15-111 Table 15-54 Weekday VMT per Employee over Time in Four San Francisco Bay Area Job Centers VMT per Employee Job Center Classification 1980 1990 Percent Change 1980-90 San Francisco Regional CBD 6.30 7.40 17.1% East Bay Core Mature Suburban Centers 7.26 8.56 19.9% Silicon Valley New Economy Center 7.09 8.81 24.1% Suburban Centers Outer Suburban Centers 8.04 10.13 27.7% Total All 7.11 8.74 22.8% Source: Cervero, R., and Wu, I., "Subcentering and Commuting: Evidence from the San Francisco Bay Area, 1980 to 1990," Urban Studies, Vol.
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From page 112... ...
15-112 Table 15-55 Trends in Annual Household VMT by Trip Purpose Trip Purpose 1969 1977 1983 1990 1990 Adjusted a 1995 To/From Work 4,183 3,815 3,538 4,853 4,853 6,492 Work Percentage 34% 32% 30% 32% 27% 31% Shopping 929 1,336 1,567 1,743 2,178 2,807 Family/Personal Business 1,270 1,444 1,816 3,014 4,250 4,307 Social/Recreational 4,094 3,286 3,534 4,060 5,359 4,764 Miscellaneous b 1,947 2,155 1,284 1,430 1,521 2,525 Subtotal, Non-Work 8,240 8,221 8,201 10,247 13,308 14,403 Non-Work Percentage 66% 68% 70% 68% 73% 69% TOTAL 12,423 12,036 11,739 15,100 18,161 20,895 Persons per Household 3.16 2.83 2.69 2.56 2.56 2.63 Notes: a Adjusted for better comparability with 1995 data. Shaded 1990s travel data should not be compared directly with earlier data.
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From page 113... ...
15-113 Research results indicate there is potential to satisfy a higher percentage of non-work trips locally and with less VMT -- partly by promoting shorter trip lengths, partly by containing trips on the local, non-arterial network, and some by providing opportunities requiring no auto use at all. This potential is afforded by more compact, mixed use, walkable settings, as uncovered in detailed analysis of places like Rockridge (Cervero and Radisch, 1995)
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From page 114... ...
15-114 a combined elasticity of about -0.13, excluding any regional accessibility effects. Individual elasticity estimates generally conform to this modest order of magnitude.
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15-115 transportation planning models, projected 15 to 52 percent VMT savings for infill sites as compared to suburban greenfield development. A large measure of the variance had to do with which suburban site was assumed for comparison (U.S.
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15-116 Much as trip lengths are typically shorter in areas with jobs-housing balance, so are household VMT averages lower, although again causality is not fully understood. Balanced zones in San Diego were found to have 16 to 20 percent shorter work trip lengths than zones with excess jobs or housing (Ewing, 1997)
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15-117 Table 15-56 Typical Elasticities of Travel with Respect to the Built Environment Urban Form Characteristic Nature of Measure Vehicle Trips (VT) Vehicle Miles of Travel (VMT)
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15-118 Energy Literature review indicates many researchers conclude sprawl development is associated with higher auto, and hence energy, use. However, there is a minority not convinced that a link has been established, or that energy conservation is all that important (Gordon and Richardson, 1997; O'Toole, 2001)
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From page 119... ...
15-119 These conclusions notwithstanding, in larger urban areas, the central city is relatively less accessible to development in the outer communities. At some size of metropolitan area, the emergence of other centers besides the center city CBD is beneficial from the standpoint of transportation and energy.
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From page 120... ...
15-120 exist. Conceivably the energy consumption information is likewise open to question, but the Ozone Days comparison should be independent of these concerns.
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From page 121... ...
15-121 of development were compiled. As illustrated in Table 15-58, the total public capital cost for a detached dwelling unit built in trend type development in Florida approached $16,000, versus less than $11,000 for planned development, or about 53 percent more.
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