Measuring Travel Behavior and Transit Trip Generation Characteristics of Transit-Oriented Developments

Faghri, Arsalan; Venigalla, Mohan

doi:10.3141/2397-09

Cited by 24 publications

(20 citation statements)

References 6 publications

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“…Faghri and Venigalla (2013) found that most households own at least one car in TODs in Washington, D.C. Nevertheless, the overall level of vehicle ownership was much lower in TOD areas and despite owning a car, the rate of car use in TODs was lower than in non-TOD areas.…”

Section: Travel Behaviour In Transit Oriented Developmentmentioning

confidence: 85%

“… Third, car use might be necessary for some of them due to a lack of PT service coverage to their destinations as found in other TOD context (Faghri and Venigalla, 2013). Further research showing the activity spaces of these groups and comparing with an existing PT service coverage map would enable to identify the coverage gaps, and subsequent provisioning.…”

Section: Discussionmentioning

confidence: 97%

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Determinants of residential dissonance: Implications for transit-oriented development in Brisbane

Kamruzzaman

Baker

Washington

et al. 2016

International Journal of Sustainable Transportation

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Residential dissonance is the mismatch of land use patterns between individuals' actual and preferred neighbourhood type. It is a threat to land use based policy interventions, such as transit oriented development (TOD), aiming to enhance sustainable mobility behaviour. Dissonants in TOD are more likely to use the car and less likely to use public transport. They do not naturally adjust their preferences according to their surrounding land use patterns and continue their predisposition travel behaviour. Therefore, it is critical to identify dissonant groups to inform policy development to lessen the level of dissonance in TODs. This research identifies groups that are more likely to be dissonant in TOD/non-TOD areas in Brisbane. The living conditions of 6271 individuals were Downloaded by [La Trobe University] at 09:45 31 May 2016 ACCEPTED MANUSCRIPT ACCEPTED MANUSCRIPT 2 classified into TOD or non-TOD types based on a cluster analysis of built environmentalfactors. Individuals" preferred neighbourhoods were also categorised into TOD and non-TOD types based on a factor analysis of travel attitudes and preferences. Four unique groups were identified (dissonants and consonants in both TOD and non-TOD areas) when respondents" actual and preferred neighbourhood types were combined. Binary logistic regression analyses were employed to identify the determinants of residential dissonance in TOD/non-TOD areas. The results indicate that 30% of the respondents living in TOD areas are dissonants. Being male, having car availability at all times, and individuals with poor health condition were more likely to be dissonants in TOD areas in Brisbane.

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Section: Travel Behaviour In Transit Oriented Developmentmentioning

confidence: 85%

Section: Discussionmentioning

confidence: 97%

Determinants of residential dissonance: Implications for transit-oriented development in Brisbane

Kamruzzaman

Baker

Washington

et al. 2016

International Journal of Sustainable Transportation

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“…The ITE Parking Generation manual notes that study sites upon which the manual is based are "primarily isolated, suburban sites" (ITE 2010). Studies show that the vehicle ownership is lower in transit-served areas than those that are not transit-served (Faghri and Venigalla 2013;Zamir et al 2014). By comparing parking-generation rates for housing projects near rail stops with parking supplies and with ITE's parking-generation rates, Cervero et al (2010) found there is an oversupply of parking near transit, sometimes by as much as 25-30 percent.…”

Section: Literature Reviewmentioning

confidence: 99%

“…Another study by the San Francisco Bay Area Metropolitan Transportation Commission found that residents living near transit generated half as many vehicle miles traveled (VMT) as their suburban and rural counterparts (SFBAMTC 2006). At the same time, Bay Area residents living in developments near transit are reported to have higher rates of transit trips than living at greater distances (Faghri and Venigalla 2013;SFBAMTC 2006;Zamir et al 2014), especially for commuting trips Cervero 1994;Faghri and Venigalla 2013;Lund et al 2004;Lund et al 2006). …”

Section: Literature Reviewmentioning

confidence: 99%

Trip and Parking Generation at Transit-Oriented Developments

Ewing¹,

Tian²,

Lyons³

et al. 2017

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Type of Report and Period Covered Sponsoring Agency Code Supplementary Notes AbstractThe decision of how best to allocate land around transit stations is a debated topic, with transit officials often opting for park-and-ride lots over active uses such as multifamily housing, office, and retail organized into transit-oriented developments (TODs). In practice, guidelines for providing parking and mitigating vehicle trips come mainly from the Institute of Transportation Engineers (ITE) Trip Generation Manual and the ITE Parking Generation Manual. However, both manuals have well-known shortcomings. The goal of this study is to determine how many fewer vehicle trips are generated at TODs, and how much less parking is required at TODs, than ITE guidelines would suggest. To answer these questions, we measure trip and parking generation at five TODs using a methodology that is the most robust published to date.17.

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“…TOD impacts are measured by studying mode choice variations before and after relocating to a TOD environment and also by comparing mode choice in TOD environments with non-TOD environments. Results of an analysis of data associated with the greater Washington DC area show that work, shop, and entertainment trips in TOD areas were performed mainly via transit (Faghri and Venigalla 2013;Faghri 2012). Messenger and Ewing (1996) observed that bus mode share by place of residence proved to be dependent primarily on automobile ownership and secondarily on jobs-housing balance and bus service frequency.…”

Section: Introductionmentioning

confidence: 99%