Active Travel Co-Benefits of Travel Demand Management Policies that Reduce Greenhouse Gas Emissions, MTI Report 12-12

There is increasing evidence that improved health outcomes may be significant co-benefits of land use plans and transport policies that increase active transport (or walking and biking for purposeful travel) and reduce greenhouse gas emissions (GHGs) from vehicle miles traveled (VMT). A greater understanding of these benefits may broaden the constituency for regional planning that supports local and national GHG reduction goals. In this study, California’s activity-based travel demand model (ABM) is applied to (1) demonstrate how this new generation of travel models can be used to produce the active travel data (age and sex distributions) required by comparative risk assessment models to estimate health outcomes for alternative land use and transport plans and to (2) identify the magnitude of change in active travel that may be possible from land use, transit, and vehicle pricing policies for California and its five major regions for a future 2035 time horizon. The results of this study suggest that distance-based vehicle pricing may increase walking by about 10% and biking by about 17%, and concurrently GHG from VMT may be reduced by about 16%. Transit expansion and supportive development patterns may increase active travel by about 2% to 3% for both walk and bike modes while also reducing VMT by about 4% on average. The combination of all three policies may increase time spent walking by about 13% and biking by about 19%, and reduce VMT by about 19%

What Local Climate Change Plans Can Teach Us About City Power

Discussions of city power have long focused on cities’ power relative to higher levels of government and to each other. The diffuse causes of climate change offer an opportunity to revisit the question of city power by focusing more closely on the intended object of influence. Although these two perspectives on power will at times overlap, they are not identical. If we consider greenhouse gas emissions as the target, cities can employ their relatively minor powers to substantial effect and many of them appear to be trying to do so. But consideration of cities’ climate change policies alters the usual analysis of city power further. While local government theorists have generally evaluated cities’ autonomy in terms of residents’ ability to shape their local community or their metropolitan region, municipal climate change policies aim to meaningfully contribute to resolution of a global problem. Although some elements of climate change plans may provide fiscal or other benefits that may make cities better providers of services to “consumer-voters” on a public choice model, many other elements cannot be explained other than recognizing these as efforts to engage their residents in a community building effort that encompasses the entire world. Perhaps Frug’s future vision for cities is already taking shape in the realm of local climate change policies, but on a grander vision of geographic interconnection than even he envisioned

An Indicator Based Transportation Sustainability Assessment in Regional Development: A Case Study for Cache County, Utah

Evaluating sustainability for a key system like transportation can be vital for both planners and citizens alike, as planners provide the system and citizens use the system. A sustainable transportation system not only builds a prosperous economy, but it also ensures social equity and a healthy environment for years to come. There are differing scales of sustainability assessment, ranging from neighborhood to global. However, a sustainability scale between the local and national scale is not very common in practice. Therefore, this study offers a regional scale sustainability assessment for the transportation system that will address local changes while also reflecting national requirements. To do the assessment study, regional sustainability indicators for the transportation system have been used for benchmarking within a numerical scale. In the end, the study will provide an aggregated result that will represent the region’s transportation sustainability condition. Such an assessment is akin to evaluating a student based on grades for several subjects

Toward a Guide for Smart Mobility Corridors: Frameworks and Tools for Measuring, Understanding, and Realizing Transportation Land Use Coordination

The coordination of transportation and land use (also known as “smart growth”) has been a long-standing goal for planning and engineering professionals, but to this day it remains an elusive concept to realize. Leaving us with this central question -- how can we best achieve transportation and land use coordination at the corridor level? In response, this report provides a review of literature and practice related to sustainability, livability, and equity (SLE) with a focus on corridor-level planning. Using Caltrans’ Corridor Planning Process Guide and Smart Mobility Framework as guideposts, this report also reviews various principles, performance measures, and place typology frameworks, along with current mapping and planning support tools (PSTs). The aim being to serve as a guidebook that agency staff can use for reference, synergizing planning insights from various data sources that had not previously been brought together in a practical frame. With this knowledge and understanding, a key section provides a discussion of tools and metrics and how they can be used in corridor planning. For illustration purposes, this report uses the Smart Mobility Calculator (https://smartmobilitycalculator. netlify.app/), a novel online tool designed to make key data easily available for all stakeholders to make better decisions. For more information on this tool, see https://transweb.sjsu.edu/research/1899-Smart-Growth-Equity-Framework-Tool. The Smart Mobility Calculator is unique in that it incorporates statewide datasets on urban quality and livability which are then communicated through a straightforward visualization planners can readily use. Core sections of this report cover the framework and concepts upon which the Smart Mobility Calculator is built and provides examples of its functionality and implementation capabilities. The Calculator is designed to complement policies to help a variety of agencies (MPOs, DOTs, and local land use authorities) achieve coordination and balance between transportation and land use at the corridor level

A Smart Growth & Equity Framework and Tool for Measuring, Understanding, and Realizing Transportation Land Use Coordination for Sustainability, Livability, and Equity

The coordination and integration of transportation and land use (also known as “smart growth”) has been a long-standing goal for planning and engineering professionals, but to this day remains an elusive concept to realize. As this approach is a widely recognized as key to achieving sustainable, livable, and equitable (SLE) outcomes for individuals and society, a key aim of this report is to instill the coordination of transportation and land use into practice by the collection of key actors and agents (MPOs, DOTs, and local land use authorities, etc.) through new measurement and policy guidance frameworks and tools. A fundamental assumption of this report is that frameworks are needed first to help guide the use of tools to measure and understand urban quality, and then inform policy decisions toward realizing SLE outcomes. Along these lines, this report provides a review of current literature and practice related to measuring and understanding the integration of transportation and land use through the lenses of sustainability, livability, and equity (SLE), specifically focusing on efforts to operationalize the Livability Principles of the 2009 HUD/DOT/EPA Partnership for Sustainable Communities and Caltrans’ Smart Mobility Framework. Specifically, this report builds on the use of various principles, performance measures, and place typology frameworks, along with current mapping and Planning Support Tools (PSTs) in order to develop a framework to: a. Measure SLE urban quality performance urban places b. Understand what this SLE performance means in terms of how to respond with policies c. Provide guidance on how to enact policies to realize more robust transportation land use integration (smart growth) to achieve SLE outcome for society. With this knowledge and understanding we then go into a discussion of tools and metrics and how they can be used. For illustration purposes, this report uses the Smart Growth & Social Equity Calculator (https://smartgrowthcalculator.netlify.com/) – an online tool designed to make key data easily available to all stakeholders so they can more readily make coordinated decisions to that will lead to a more robust integration between transportation and land use. Specifically, the SGE Calculator can help with: climate action planning, VMT analysis related to new CEQA regulations under SB 743 that move us away from LOS, and how to coordinate transportation & land use across the spectrum, from community NIMBY discourses to regional and state transportation planning

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

Can the U.S. Get There from Here?

Climate change impacts in the United States are increasingly evident and come with steep economic and social costs. The frequency and intensity of extreme weather events has increased in recent years, bringing record-breaking heat, heavy precipitation, coastal flooding, severe droughts, and damaging wildfires.According to the National Oceanic and Atmospheric Administration (NOAA), weather-related damages in the United States were $60 billion in 2011, and are expected to be significantly greater in 2012.The mounting costs convey an unmistakable urgency to address climate change by reducing greenhouse gas emissions (GHGs). This report examines pathways for GHG reductions in the United States through actions taken at the federal and state levels without the need for new legislation from the U.S. Congress

Evaluating Equity in Transportation Greenhouse Gas Emission Reduction Strategies in Local Climate Action Planning in Oakland, California

Emissions from California’s transportation sector contribute to global climate change and impact local air quality and public health. Forty-one percent of California’s greenhouse gas emissions in 2019 were from transportation. Transportation emissions are also a source of many health-harming air pollutants such as carbon monoxide, volatile organic compounds, and particulate matter. Disadvantaged communities in California experience disproportionate impacts from transportation emissions and suffer worse health effects, including higher incidences of asthma, cardiovascular disease, and premature death. Cities have led the way in policymaking to mitigate and adapt to climate change, including creating Climate Action Plans (CAPs) to propose strategies to reduce greenhouse gas emissions. Many of these plans acknowledge that considering equity in climate action planning is essential, but no protocol exists to ensure that equity goals are being met. This work examines equity in climate action planning through a detailed case study analysis, a framework and equity analysis, and a comparative analysis to determine how an equity focus affects the transportation emission reduction strategies proposed in CAPs. The research determined that there are substantial co-benefits to transportation emission reduction, including reduction in air pollution concentrations and improved public health. This work also found that cities that prioritized equity attempted to address underlying socioeconomic vulnerabilities simultaneously with emissions reduction efforts, and prioritized extensive, community-led engagement efforts that encouraged participation through the design and implementation of the CAP. Finally, this work makes recommendations for steps that city planners can take to facilitate the creation of more equitable transportation emission reduction strategies

Modeling the Influence of Land Use Developments on Transportation System Performance

The growth in the urban population has influenced urban sprawl, congestion, and subsequently, delays on the existing road infrastructure. New land use developments occur in every part of the city due to rapid economic development and to meet the demand for better living standards. The induced traffic volume generated from such land use developments often results in increased congestion and vehicular delay on the existing roads. With recent advancements in the technology, it is possible to capture continuous, and comprehensive travel time data for every major corridor in a city. Therefore, the goal of this research is to model the influence of land use developments on travel time variations to improve the mobility of people and goods. Data for 259 road links were selected within the city of Charlotte, North Carolina (NC). Three years of travel time data, from the year 2013 to the year 2015, were collected from the private agency. Thirty-five different types of land use developments were considered in this research. The spatial dependency was incorporated by considering the land use developments within 0.5 miles, 1 mile, 2 miles, and 3 miles of the selected road link. Forty-eight statistical models were developed. The results obtained indicate that land use developments have a significant influence on travel times. Different land use categories contribute to the average travel time based on the buffer width, area type, and the link speed limit. Developing the models by classifying the links based on the speed limit (\u3c 45 mph, 45 to 50 mph, and \u3e 50 mph) was observed to be the best approach to examine the relationship between land use developments and the average travel time. Also, typically travel time on a selected road link is higher during the evening peak period compared to the morning peak and the afternoon off-peak period. Further, the results obtained indicate that the number of lanes and the posted speed limit are negatively associated with the travel time of the selected link