Metropolitan Accessibility and Transportation Sustainability: Comparative Indicators for Policy Reform

Accessibility is most commonly studied and measured within the context of a single metropolitan region. By contrast, this study applies metrics of accessibility (for work, non-work, by auto and transit) that incorporate both mobility and proximity to 38 of the largest 50 U.S. metropolitan areas. This cross-sectional analysis allows both intermetropolitan comparison (of accessibility overall and of the equity of its distribution) and assessment of the determinants of metropolitan accessibility. The two components of accessibility analyzed here—mobility and proximity—exist in tension with each other: places with rapid surface travel are usually places where origins and destinations are far apart; places with many origins and destinations in close proximity are places where travel tends to be slow. For this reason, it is not apparent which urban forms offers greater accessibility: those with spread-out land uses and more rapid travel, or more compact arrangements in which travel is slower. There are good theoretical reasons to expect that surface travel speeds are all-important in determining accessibility outcomes and that anything that interferes with surface travel speeds—including denser metropolitan development—might degrade accessibility. Empirical results presented here suggest the opposite: more compact metropolitan regions offer greater auto accessibility even if their travel speeds are somewhat slower. In other words, the proximity effect of density dominates any associated degradation in travel speeds. This suggests that reform of policies that spur low-density, auto-oriented development can yield transportation benefits in terms of increased metropolitan accessibility. The report also develops indicators for assessing the equity of the distribution of accessibility between individuals within a region. Indicators developed here capture accessibility distributions across dimensions of income, race, and car ownership. Even with a given accessibility distribution by auto and by transit, the equity of the accessibility distribution also depends on the location of carless households within a metropolitan region; indicators are also developed to capture this effect.EPA Agreement Number: RD-833334901-0 and FHWA Cooperative Agreement Number: DTFH61-07-H-00037https://deepblue.lib.umich.edu/bitstream/2027.42/147459/1/MetropolitanAccessibilityTransportationSustainability.pdfDescription of MetropolitanAccessibilityTransportationSustainability.pdf : Technical repor

How much are built environments changing, and where?: Patterns of change by neighborhood sociodemographic characteristics across seven U.S. metropolitan areas

Investments in neighborhood built environments could increase physical activity and overall health. Disproportionate distribution of these changes in advantaged neighborhoods could inflate health disparities. Little information exists on where changes are occurring. This paper aims to 1) identify changes in the built environment in neighborhoods and 2) investigate associations between high levels of change and sociodemographic characteristics. Using Geographic Information Systems, neighborhood land-use, local destinations (for walking, social engagement, and physical activity), and sociodemographics were characterized in 2000 and 2010 for seven U.S. cities. Linear and change on change models estimated associations of built environment changes with baseline (2000) and change (2010–2000) in sociodemographics. Spatial patterns were assessed using Global Moran’s I to measure overall clustering of change and Local Moran’s I to identify statistically significant clusters of high increases surrounded by high increases (HH). Sociodemographic characteristics were compared between HH cluster and other tracts using Analysis of Variance (ANOVA). We observed small land-use changes but increases in the destination types. Greater increases in destinations were associated with higher percentage non-Hispanic whites, percentage households with no vehicle, and median household income. Associations were present for both baseline sociodemographics and changes over time. Greater increases in destinations were associated with lower baseline percentage over 65 but higher increases in percentage over 65 between 2000 and 2010. Global Moran’s indicated changes were spatially clustered. HH cluster tracts started with a higher percentage non-Hispanic whites and higher percentage of households without vehicles. Between 2000 and 2010, HH cluster tracts experienced increases in percent non-Hispanic white, greater increases in median household income, and larger decreases in percent of households without a vehicle. Changes in the built environment are occurring in neighborhoods across a diverse set of U.S. metropolitan areas, but are patterned such that they may lead to increased health disparities over time

Advancing Equity Planning Now

What can planners do to restore equity to their craft? Drawing upon the perspectives of a diverse group of planning experts, Advancing Equity Planning Now places the concepts of fairness and equal access squarely in the center of planning research and practice. Editors Norman Krumholz and Kathryn Wertheim Hexter provide essential resources for city leaders and planners, as well as for students and others, interested in shaping the built environment for a more just world.Advancing Equity Planning Now remind us that equity has always been an integral consideration in the planning profession. The historic roots of that ethical commitment go back more than a century. Yet a trend of growing inequality in America, as well as other recent socio-economic changes that divide the wealthiest from the middle and working classes, challenge the notion that a rising economic tide lifts all boats. When planning becomes mere place-making for elites, urban and regional planners need to return to the fundamentals of their profession. Although they have not always done so, planners are well-positioned to advocate for greater equity in public policies that address the multiple objectives of urban planning including housing, transportation, economic development, and the removal of noxious land uses in neighborhoods

Private Donations for Public Transit: The Equity Implications of Detroit’s Public–Private Streetcar

Transportation agencies are increasingly seeking private sector funding, but resulting deals have implications beyond specific projects. We analyze the broader regional and equity impacts of private funding by examining Detroit’s donation-funded streetcar. Despite potential negative consequences for transit-dependent populations, the longer-term political will forged through streetcar planning has a contingent possibility to enhance regional transit. In addition to donations, the streetcar relies on public sector funds, but we found limited public influence to ensure collective transportation benefits. A federal-level actor did mandate that a regional transit agency form, but more systematic public action is needed

How much are built environments changing, and where?: Patterns of change by neighborhood sociodemographic characteristics across seven U.S. metropolitan areas.

Investments in neighborhood built environments could increase physical activity and overall health. Disproportionate distribution of these changes in advantaged neighborhoods could inflate health disparities. Little information exists on where changes are occurring. This paper aims to 1) identify changes in the built environment in neighborhoods and 2) investigate associations between high levels of change and sociodemographic characteristics. Using Geographic Information Systems, neighborhood land-use, local destinations (for walking, social engagement, and physical activity), and sociodemographics were characterized in 2000 and 2010 for seven U.S. cities. Linear and change on change models estimated associations of built environment changes with baseline (2000) and change (2010-2000) in sociodemographics. Spatial patterns were assessed using Global Moran's I to measure overall clustering of change and Local Moran's I to identify statistically significant clusters of high increases surrounded by high increases (HH). Sociodemographic characteristics were compared between HH cluster and other tracts using Analysis of Variance (ANOVA). We observed small land-use changes but increases in the destination types. Greater increases in destinations were associated with higher percentage non-Hispanic whites, percentage households with no vehicle, and median household income. Associations were present for both baseline sociodemographics and changes over time. Greater increases in destinations were associated with lower baseline percentage over 65 but higher increases in percentage over 65 between 2000 and 2010. Global Moran's indicated changes were spatially clustered. HH cluster tracts started with a higher percentage non-Hispanic whites and higher percentage of households without vehicles. Between 2000 and 2010, HH cluster tracts experienced increases in percent non-Hispanic white, greater increases in median household income, and larger decreases in percent of households without a vehicle. Changes in the built environment are occurring in neighborhoods across a diverse set of U.S. metropolitan areas, but are patterned such that they may lead to increased health disparities over time