Residential Off-Street Parking Impacts on Car Ownership, Vehicle Miles Traveled, and Related Carbon Emissions

Weinberger, Rachel; Seaman, Mark; Johnson, Carolyn

doi:10.3141/2118-04

Cited by 62 publications

(26 citation statements)

References 9 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Second, any successful policy that reduces automobile ownership has social spillovers stemming from the endogenous effect resulting in a self-reinforcing social multiplier. Such policies could include reducing parking (cf Hess, 2001;Shoup, 2005;Weinberger et al, 2009), making automobile altematives such as transit, walking, and cycling more accessible, or by changing the 'mental transportation map' (Arentze and Timmermans, 2005) and making available opportunities for people to experience and learn that there is the option of living without a car (Weinberger and Goetzke, 2010).…”

Section: Policy Discussion and Conclusionmentioning

confidence: 99%

Separating Contextual from Endogenous Effects in Automobile Ownership Models

Goetzke

Weinberger

2012

Environ Plan A

Self Cite

View full text Add to dashboard Cite

Using the 1997/98 New York Metropolitan Transportation Council household survey and United States Census, we estimate an instrumental variable probit model to test the innpact of contextual and endogenous social interaction effects on auto ownership and determine that the probability of car ownership is affected by both types of social interaction effects. Previous research focused only either on contextual effects, or, increasingly, on endogenous effects using contextual effects variables as instruments. Therefore we were unable to find studies looking at both social interaction effects simultaneously. Consistent with earlier results, we find that households have a higher probability of possessing a vehicle if they are surrounded by other automobile-owning households (endogenous effect). However, we find that contextual effects are correctly measured only when the endogenous effect is included. In our case, everything else being equal, households in poorer neighborhoods are more likely to own vehicles, and households in neighborhoods with higher proportions of people with graduate degrees are less likely to own vehicles. This suggests that car ownership in New York City is a status symbol for poorer households and that non-car-ownership is a status symbol for people with post baccalaureate education. The results are important in two policy contexts: as auto ownership is a precursor to trip generation and mode choice, auto ownership estimation is important to effective travel forecasting; as vehicle miles traveled (VMT) is tied to auto ownership, VMT reduction strategies, as a way to improve air quality, reduce congestion, and reduce greenhouse gas emissions, may depend on strategies to reduce auto ownership. In either case, correct modeling of auto ownership will lead to more effective policy outcomes.

show abstract

Section: Policy Discussion and Conclusionmentioning

confidence: 99%

Separating Contextual from Endogenous Effects in Automobile Ownership Models

Goetzke

Weinberger

2012

Environ Plan A

Self Cite

View full text Add to dashboard Cite

show abstract

“…Some studies indicate that urban design such as street network characteristics and pedestrian environment can also impact auto ownership (Eash, 1997;Zegras, 2010). Several studies conclude that parking supply can significantly affect auto ownership decisions (Guo, 2013;Weinberger et al, 2009). Destination accessibility is usually measured as the distance to the central business district and job accessibility (distance to work).…”

Section: Literature Reviewmentioning

confidence: 99%

Effects of metro transit on the ownership of mobility instruments in Xi’an, China

Huang

Cao

Yin

et al. 2017

Transportation Research Part D: Transport and Environment

View full text Add to dashboard Cite

Most studies regarding the effects of rail transit on auto ownership have yet to disentangle the influences of the built environment surrounding stations and residential self-selection from the impact of rail transit itself. There is also limited knowledge on the effects of rail investments in developing countries on ownership of mobility instruments, which has recently proliferated because of economic growth. Using the 2014 data from Xi'an, this study explores the joint influences of metro transit on the ownership of autos, bikes, ebikes, and motorcycles. The cross-sectional analysis shows that metro is negatively associated with auto ownership and ebike ownership whereas it has a positive association with bike ownership. The quasi-longitudinal analysis indicates that moving into metro neighborhoods is negatively associated with the changes of auto and ebike ownerships. These results suggest that metro development helps curb the growth of autos and fight against the negative consequences of ebikes, and has the potential to achieve sustainable travel.

show abstract

“…Oversupply of parking spaces may result in an increase in vehicle ownership . This is supported by the strong positive correlation between parking supply and vehicle ownership (Chatman 2013;Guo 2013) and auto use (Chatman 2013;Weinberger 2012;Weinberger et al 2009). …”

Section: Literature Reviewmentioning

confidence: 53%

Trip and Parking Generation at Transit-Oriented Developments

Ewing¹,

Tian²,

Lyons³

et al. 2017

Self Cite

View full text Add to dashboard Cite

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.

show abstract

Residential Off-Street Parking Impacts on Car Ownership, Vehicle Miles Traveled, and Related Carbon Emissions

Cited by 62 publications

References 9 publications

Separating Contextual from Endogenous Effects in Automobile Ownership Models

Separating Contextual from Endogenous Effects in Automobile Ownership Models

Effects of metro transit on the ownership of mobility instruments in Xi’an, China

Trip and Parking Generation at Transit-Oriented Developments

Contact Info

Product

Resources

About