Reducing Car Dependence Has Economic, Environmental, and Social Benefits

Californians live in a car-dominant society. Decades of transportation and land use planning practices have created communities in which driving is a virtual necessity to access most destinations. Personal vehicles provide mobility benefits, but they also have many negative financial, public health, environmental, and social impacts. Technological innovations such as vehicle electrification can lessen some, but not all, of these impacts. A more comprehensive approach is to shape communities in a manner that gives people viable options other than a personal vehicle—such as walking, bicycling, or transit—to get where they need to go.Researchers at UC Davis reviewed published studies to summarize the range of household- and community-level benefits that can be realized by reducing car dependence in California. This policy brief summarizes the findings of that work.View the NCST Project Webpag

What California Gains from Reducing Car Dependence

Cars provide an unparalleled level of mobility but have negative financial, public health, environmental, and social impacts. Reducing the need for driving in California would produce a range of household- and community-level benefits. Driving is associated with adverse health effects (e.g., obesity, high blood pressure, depression, injuries, fatalities), while commuting by walking or biking provides numerous physical and mental health benefits. A reduction in driving would also improve public health by decreasing air pollution and greenhouse gas emissions. It would save substantial sums of money:  households spend about $9,000/year or 16$500 million per year on highway maintenance. A less car-dependent society would also be more equitable for those with limited income or limited physical abilities who cannot drive, to the benefit not just of those individuals but the community as a whole. While it is not realistic in the foreseeable future for most Californians to live without their cars, it is possible to decrease car dependence. Doing so requires a shift away from a century-old prioritization of the goal of reducing vehicle delays over other important goals. Creating a less car-dependent world is not necessarily more costly to the public and can be achieved over time through changes in land use and transportation planning practices. Answers to many of the frequently asked questions about such efforts are provided.View the NCST Project Webpag

Making Bicycling Comfortable: Identifying Minimum Infrastructure Needs by Population Segments Using a Video Survey

In this study, researchers use survey data to analyze bicycling comfort and its relationship with socio-demographics, bicycling attitudes, and bicycling behavior. An existing survey of students, faculty, and staff at UC Davis (n=3089) who rated video clips of bicycling environments based on their perceived comfort as a part of the UC Davis annual Campus Travel Survey (CTS) is used. The video clips come from a variety of urban and semi-rural roads (designated California state highways) around the San Francisco Bay Area where bicycling rates vary. Results indicate considerable effects of socio-demographics and attitudes on absolute video ratings, but relative agreement about which videos are most comfortable and uncomfortable across population segments. In addition, presence of bike infrastructure and low speed roads are the strongest video factors generating more comfortable ratings. However, the results suggest that even the best designed on-road bike facilities are unlikely to provide a comfortable bicycling environment for those without a predisposition to bicycle. This suggests that protected and separated bike facilities may be required for many people to consider bicycling. Nonetheless, the results provide guidance for improving roads with on-street bike facilities where protected or separated facilities may not be suitable.View the NCST Project Webpag

Smart Growth and The Transportation-Land Use Connection: What Does the Research Tell Us?

This paper looks at the connection that transportation and land use share and the role this connection has in smart growth efforts. Four assumptions are presented that discuss the impact the highway construction and capacity might have on growth, on congestion, the impact that light rail transit may have on density, and the impact of new urbanism design strategies on automobile use. The paper provides an overview of the theory, research efforts, and current debates associated with the assumptions

Shifting Gears: Toward a New Way of Thinking About Transportation

The transportation system in the U.S. has been shaped by a core set of ideas that are embedded in professional practice. These ideas – freedom, speed, mobility, vehicles, capacity, hierarchy, separation, control, and technology – have produced a system in which most people are dependent on driving, with all the negative consequences that entails. Shifting to a system that offers people choices about their daily travel requires a shift in thinking on the part of the transportation profession. In this talk, I take a critical look at the way of thinking that, for the last century, has shaped our transportation system and consider the ways in which that thinking is – and is not – shifting.https://pdxscholar.library.pdx.edu/trec_seminar/1248/thumbnail.jp

Investigating the Influence of Dockless Electric Bike-share on Travel Behavior, Attitudes, Health, and Equity

Cities throughout the world have implemented bike-share systems as a strategy for expanding mobility options. While these have attracted substantial ridership, little is known about their influence on travel behavior more broadly. The aim of this study was to examine how shared electric bikes (e-bikes) and e-scooters influence individual travel attitudes and behavior, and related outcomes of physical activity and transportation equity. The study involved a survey in the greater Sacramento area of 1959 households before (Spring 2016) and 988 after (Spring 2019) the Summer 2018 implementation of the e-bike and e-scooterservice operated by Jump, Inc., as well as a direct survey of 703 e-bike users (in Fall 2018 & Spring 2019). Among householdrespondents, 3–13% reported having used the service. Of e-bike share trips, 35% substituted for car travel, 30% substituted for walking, and 5% were used to connect to transit. Before- and after-household surveys indicated a slight decrease in self-reported (not objectively measured) median vehicle miles traveled and slight positive shifts in attitudes towards bicycling. Service implementation was associated with minimal changes in health in terms of physical activity and numbers of collisions. The percentages of users by self-reported student status, race, and income suggest a fairly equitable service distribution by these parameters, but each survey under-represents racial minorities and people with low incomes. Therefore, the study is inconclusive about how this service impacts those most in need. Furthermore, aggregated socio-demographics of areas where trips started or ended did not correlate with, and therefore are not reliable indicators of, the socio-demographics of e-bike-share users. Thus, targeted surveying of racial minorities and people with low-incomes is needed to understand bike-share equity

Planning and Policymaking for Transit-Oriented Development, Transit, and Active Transport in California Cities

This report provides research findings from the first year of a two-year research project on patterns of local policymaking in California to support transit-oriented development (TOD), transit, and active transport. The project aims to assess motivations, perceived obstacles, and priorities for development near transit, in relation to patterns of local policy adoption, from the perspective of city planners in the state’s four largest regions: the San Francisco Bay, Los Angeles, San Diego, and Sacramento metropolitan areas. This first-stage report discusses research and policy context that informed the methodology, findings from the analysis of results from an online survey of city planning directors administered in the spring of 2019, and findings from two case studies of TOD policymaking in urban central cities, namely Los Angeles and Sacramento. A sampling methodology for conducting further case studies of TOD policymaking during the upcoming second phase of the project is also described, based on findings from the first year of the research.View the NCST Project Webpag

Cultivating Cooperation without Control: A Study of California’s MPO-Driven Smart Growth Programs

California’s Sustainable Communities and Climate Protection Act of 2008 (SB375) establishes a new framework for the metropolitan planning organizations (MPOs) that plan and allocate federal funding for regional transportation investments in California. MPOs must plan for transportation investments that would support land use and development patterns to reduce automobile reliance and transportation-related greenhouse gas emissions; this plan is called the Sustainable Communities Strategy (SCS). MPOs themselves have no direct control, however, over land use and development patterns. SB375 anticipates that they will instead leverage the federal transportation funds at their disposal to incentivize local land use decisions compatible with their SCS (and ultimately SB 375 GHG reduction goals). Four longstanding MPO-driven programs to encourage smart growth in the state’s four largest metropolitan regions are examined to determine whether such incentives are likely to achieve the desired results

Adolescent Attitudes Towards Active Transportation: Bicycling in Youth in Retrospect from Adulthood

Bicycling as a form of ‘active transportation’ is an easy way to integrate physical activity into a person’s daily life. Bicycling in youth is especially beneficial because it provides physical activity at a time when youth obesity rates are soaring. Yet few studies have examined bicycling in adolescence. This study begins to fill that gap through an exploratory study of the formation of attitudes and practices regarding bicycling among residents of Davis, California, a mid-sized city in the United States where bicycling is normative. Participants, 25-65 years of age, responded to self-administered questionnaires and open-ended interview questions regarding their bicycling experience throughout their life course. In this paper, we focus on responses related to the “youth period”. Results showed that bicycling activity decreased during the youth period, as did positive attitudes towards bicycles and bicycling. High school youth, especially females, were particularly sensitive to negative images, even stigma, associated with bicycling. Bikes were abandoned for other modes of transportation, particularly walking and driving. To achieve a more bicycle-friendly society, communities must encourage bicycling and positive attitudes toward bicycling throughout the life course, particularly during the teen years when drop-off rates are high. This can be done by implementing bicycle promotion programs developed by and for teens as well as by implementing restrictive licensing or driving policies

Trip generation: Introduction to the special section

JTLU vol. 8, no. 1, pp 1-4 (2015)This paper introduces a set of articles about how transportation planners need better tools for estimating trip generation, and to develop better tools we need more data collection, especially methods that capture passenger trips by personal vehicles, transit, walking, and bicycling, as well as freight trips. With such data in hand, researchers would be able to develop models that both produce more accurate estimates of vehicle trips and generate trip estimates for other passenger modes and for freight. Such estimates would help to ensure adequate provision for these modes and not just for cars