Exploring Bicycle and Public Transit Use by Low-Income Latino Immigrants: A Mixed-Methods Study in the San Francisco Bay Area

Latin American immigrants will continue to make up a large share of transit ridership, bicycling and walking in the United States for the foreseeable future, but there is relatively little research about them. This mixed-methods study compares the travel patterns of low-income immigrants living in the San Francisco Bay Area with that of other groups and investigates the barriers and constraints faced by low-income immigrants when taking transit and bicycling. Much of the previous work on immigrant travel has relied on national surveys and qualitative analysis, which underrepresent disadvantaged population groups and slower modes of travel, or are unable to speak to broader patterns in the population. We conducted interviews with 14 low-income immigrants and a paper-based intercept survey of 2,078 adults. Interviewees revealed five major barriers that made public transit use difficult for them, including safety, transit fare affordability, discrimination, system legibility, and reliability. Although crime was the most prominent issue in interviews, the survey results suggest transit cost is the most pressing concern for low-income immigrants. Low-income immigrants were less likely than those with higher-incomes to have access to a motor vehicle, and were less likely than higher-income immigrants or the U.S.-born of any income to have access to a bicycle or bus pass. Finally, although most barriers to public transit use were the same regardless of nativity or household income, low-income immigrants were much less willing to take public transit when they had the option to drive and less willing to bicycle for any purpose. The prevalence of concerns about transit affordability, crime, and reliability suggest transit agencies should consider income-based fare reductions, coordinated crime prevention with local law enforcement, and improved scheduling

A Planning Template for Nonwork Travel and Transit Oriented Development, MTI Report 01-12

The Mineta Transportation Institute (MTI) at San José State University assigned a project team to design a planning template for transit-oriented development (TOD) that incorporates an understanding of nonwork travel, that is, trips for shopping, eating out, and engaging in recreational and cultural activities. Nonwork trips are growing in signifigance and now account for four of every five trips. At the same time, TOD has become a popular planning response to the impacts of metropolitan growth. Some planners believe that TOD will induce more pedestrian and transit trips and will reduce the average length and frequency of household auto travel. This effect is assumed to result from improved accessibility to employment and nonwork venues located in compact, mixed-use centers. Planning professionals in many MPOs also suggest that if multiple centers are linked by high quality transit, such as light or heavy rail, access is enabled to the broad range of nonwork activities. The project arrived at these essential findings: (1) Venues for nonwork activities are very numerous and geographically dispersed. 2) The spatial environment for nonwork activities is the result of growing prosperity, technical innovation, and a dynamic, competitive marketplace. (3) The consumer marketplace will provide many more places to go than mass transit can cost-effectively serve. (4) Current metropolitan planning methods and modeling tools focus on the work trip and do not adequately account for the complexity of nonwork trips and their linkage to work trips. These findings support the need for a new regional planning process to complement current methods. One recommended approach is that metropolitan communities establish a Nonwork Travel Improvement Planning Process using a multidisciplinary expert advisory group interacting with a core, Internet-enabled, professional transportation planning staff. An iterative interaction across varied but relevant skill sets could be achieved through a Backcasting Delphi process. The focus of the interaction would be on understanding the ramifications of consumer and retail industry behavior for TOD and other new transportation strategies, and then assessing the available strategies for cost-effectiveness in reducing the impacts of growth and automobility in a complex and uncertain metropolitan market

Capturing in-situ Feelings and Experiences of Public Transit Riders Using Smartphones

High-density urban environments are susceptible to ever-growing traffic congestion issues, which speaks to the importance of implementing and maintaining effective and sustainable transportation networks. While transit oriented developments offer the potential to help mitigate traffic congestion issues, transit networks ought to be safe and reliable for ideal transit-user communities. As such, it is imperative to capture meaningful data regarding transit experiences, and deduce how transit networks can be enhanced or modified to continually maintain ideal transit experiences. Historically speaking, it has been relatively tricky to measure how people feel whilst using public transportation, without leaning on recall memory to explain such phenomena. Recall memory can be vague and is often less detailed than recording in-situ observations of the transit-user community. This thesis explores the feasibility of using smartphones to capture meaningful in-situ data to leverage the benefits of the Experience Sampling Method (ESM), while also addressing some limitations. Students travelled along Grand River Transit bus routes in Waterloo, Ontario from Wilfrid Laurier University to Conestoga Mall and back using alternate routes. The mobile survey captured qualitative and quantitative data from 145 students to explore variations in wellbeing, and the extent to which environmental variables can influence transit experiences. There were many findings to consider for future research, especially the overall role anxiety played on transit experiences. In addition, the results indicate that the methodology is appropriate for further research, and can be applied to a wide range of research topics. In particular, it is recommended that a similar study be applied to a much larger, and more representative sample of the transit-user community. Future considerations are discussed as key considerations to leverage the benefits of ESM research, and the promise it can bring towards the enhancement of transit experiences and the cohesion of transit-user communities

Chapter 13 - Sharing strategies: carsharing, shared micromobility (bikesharing and scooter sharing), transportation network companies, microtransit, and other innovative mobility modes

Shared mobility—the shared use of a vehicle, bicycle, or other mode—is an innovative transportation strategy that enables users to gain short-term access to transportation modes on an “as-needed” basis. It includes various forms of carsharing, bikesharing, scooter sharing, ridesharing (carpooling and vanpooling), transportation network companies (TNCs), and microtransit. Included in this ecosystem are smartphone “apps” that aggregate and optimize these mobility options, as well as “courier network services” that provide last mile package and food delivery. This chapter describes different models that have emerged in shared mobility and reviews research that has quantified the environmental, social, and transportation-related impacts of these services

Driving Change: Reducing Vehicle Miles Traveled in California

Assesses benefits and challenges of a 2008 strategy to integrate higher-density development, investments in alternatives to solo driving, and pricing incentives, as well as the state's experience with implementing it. Includes policy recommendations

Access to recreational physical activities by car and bus : an assessment of socio-spatial inequalities in mainland Scotland

Obesity and other chronic conditions linked with low levels of physical activity (PA) are associated with deprivation. One reason for this could be that it is more difficult for low-income groups to access recreational PA facilities such as swimming pools and sports centres than high-income groups. In this paper, we explore the distribution of access to PA facilities by car and bus across mainland Scotland by income deprivation at datazone level. GIS car and bus networks were created to determine the number of PA facilities accessible within travel times of 10, 20 and 30 minutes. Multilevel negative binomial regression models were then used to investigate the distribution of the number of accessible facilities, adjusting for datazone population size and local authority. Access to PA facilities by car was significantly (p<0.01) higher for the most affluent quintile of area-based income deprivation than for most other quintiles in small towns and all other quintiles in rural areas. Accessibility by bus was significantly lower for the most affluent quintile than for other quintiles in urban areas and small towns, but not in rural areas. Overall, we found that the most disadvantaged groups were those without access to a car and living in the most affluent areas or in rural areas

Analyzing the Effects of Transit Network Change on Agency Performance and Riders in a Decentralized, Small-to-Mid-sized US Metropolitan Area: A Case Study of Tallahassee, Florida, MTI Report 12-04

On July 11, 2011, StarMetro, the local public transit agency in Tallahassee, Florida, restructured its entire bus network from a downtown-focused radial system to a decentralized, grid-like system that local officials and agency leaders believed would better serve the dispersed local pattern of population and employment. The new, decentralized network is based on radial routes serving the major arterial roads and new crosstown routes linking the outer parts of the city, where population and employment is growing. Local officials and agency staff hoped the change would increase transit’s attractiveness and usefulness to the community. One year after the service restructuring, overall performance results are similar to those experienced in other cities that have implemented major service changes. Overall ridership and productivity are lower than before the service restructuring, due to the short time frame for rider adjustments and longer-than-anticipated headways, but new ridership has appeared in previously un-served or under-served corridors and neighborhoods. The service restructuring resulted in longer walks to bus stops, due to the removal of stops from many neighborhoods and their relocation to major roads, but overall transit travel times are shorter due to more direct routing. No particular neighborhoods or community groups disproportionately benefited from or were harmed by the change. The service restructuring was supported by some segments of the community who viewed the older system as ill-suited to the increasingly decentralized community, while it was opposed by other community stakeholders who worried about the loss of service in some neighborhoods and issues of access and safety, particularly affecting elderly and disabled riders, at new stop locations. StarMetro’s extensive public outreach efforts and ongoing service adjustments have reduced the intensity of the opposition to the service restructuring over time, although some segments of the community continue to voice their concerns about the effects of the change on transit-dependent, disabled, and elderly riders

Exploring the relationship between land-use system and travel behaviour - some first findings

Theories on the reciprocal relationship between land-use and transport address changes in locational decisions and travel behavior of private actors (households and firms) due to alternations in the transport system, respectively land-use system. Although the impact of land-use system on travel behaviour (transport system) has been the subject of much research (for reviews, see, e.g. Handy, 2002; Stead and Marshall, 2001; Crane, 2000; Wegener and Fürst, 1999), there is still no consensus about the strength of this relationship. This may be caused by different types of variables whether or not included in the research. Initially only land-use variables were taken into account, but nowadays socio-economical variables are also incorporated. Still, within ‘homogeneous groups’, there may be attitudes, lifestyles, perceptions, and preferences which can have an impact on land-use and/or travel behaviour. Academic literature on the latter remains scarce and the main focus of the existing behavioural literature is the impact of residential location on travel choices, especially modal choice. However, little work has thus far been done on other dimensions of travel choices (e.g., distance, time) and other location types (e.g., commercial, industrial, recreational). Less is known about the reverse relationship, e.g. the impact of the transport system on location decisions of households and firms (land-use system). A difference in time-scale can be the reason for this. Transformations in land-use occur much slower (years) compared to transformations in travel behaviour (days, weeks, months). In this paper we explore several possibilities to fill in some of the gaps in our knowledge on the land-use/transport system. Understanding the two-way interaction between land-use and travel behaviour involves having (i) data on land-use patterns, socio-economic background of individuals and their attitudes, perceptions and preferences towards land-use and travel; and (ii) a methodology, dealing with potential multiple directions of causality. The first issue can be achieved by combining empirical, revealed and stated preference research. The second methodological question can be solved using structural equation modelling (SEM). This is a modelling technique which can handle a large number of endogenous and exogenous variables. Because of the multiple directions of causality that can be explored, SEM can help us to define the relationship between revealed preference data and stated preference data.