The High Cost of Free Parking

Shoup, Donald

doi:10.4324/9781351179782

Cited by 219 publications

(336 citation statements)

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“…For example, the growing trend toward electric vehicles (EVs) (Madrigal, ) means that the economic, politic, cultural, and environmental viability of a project such as the Keystone XL pipeline may come into question over the coming decades. Similarly, with an increasing push towards online shopping, ride‐share systems, and autonomous vehicles, how viable is it to continue to size much of our parking infrastructure—and all of the land‐use and environmental issues associated with it (Shoup, )—to handle high volumes that infrequently occur (e.g., the largest shopping days of the year and special events)? Aside from accelerating technological and social changes, fluctuations in nitrogen, phosphorus, water, carbon, climate, and natural resource cycles should increasingly challenge the assumption that infrastructure can be designed, installed, and operated under stable environmental conditions.…”

Section: Infrastructure Obduracymentioning

confidence: 99%

Infrastructure and the environment in the Anthropocene

Chester

Markolf

Allenby

2019

J of Industrial Ecology

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For centuries, man‐made infrastructure has been viewed as separate from natural systems. Yet in the past few centuries, as the scale and scope of human activities have dramatically increased, there is accumulating evidence that natural systems are becoming increasingly, and in some cases entirely, managed by humans. The dichotomy between infrastructure and the environment is narrowing, and natural systems are increasingly becoming human design spaces. This is already apparent with the management of hydrologic systems for urban water supply, wildlife, agriculture, forests, and even the atmosphere, and we can expect management of the environment to become more so as human activities grow. Yet our infrastructure largely remains obdurate. They are designed to last for long times even as changes in the environment and technology accelerate. As such, our current infrastructure paradigms fail at the level of the complex, integrated systems and behaviors that characterize the Anthropogenic Earth. Infrastructure in the future will need to be designed for adaptive capacity and the complexities associated with techno‐environmental systems.

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Section: Infrastructure Obduracymentioning

confidence: 99%

Infrastructure and the environment in the Anthropocene

Chester

Markolf

Allenby

2019

J of Industrial Ecology

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“…Additional concerns are raised about carbon emissions and poor air quality, especially under the specter of possible global climate change (Cervero and Murakami, 2010, Delucchi, 2000, Dulal et al, 2011, Newman and Kenworthy, 1999, Shoup, 1997). A critical question is whether high quality public transport can attract ridership, a question which has limited evidence from researchers outside of transit agencies.…”

Section: Literature Review and Rationalementioning

confidence: 99%

Evaluating the attractiveness of a new light rail extension: Testing simple change and displacement change hypotheses

et al. 2016

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Many communities in the United States have been adding new light rail to bus-predominant public transit systems. However, there is disagreement as to whether opening light rail lines attracts new ridership or merely draws ridership from existing transit users. We study a new light rail line in Salt Lake City, Utah, USA, which is part of a complete street redevelopment. We utilize a pre-test post-test control group quasi-experimental design to test two different measures of ridership change. The first measure is calculated from stops along the light rail route; the second assumes that nearby bus stops might be displaced by the rail and calculates ridership change with those stops included as baseline. Both the simple measure (transit use changes on the complete street light rail corridor) and the “displacement” measure (transit use changes in the one-quarter mile catchment areas around new light rail stops) showed significant (p < .01) and substantial (677%) increases in transit passengers compared to pre-light rail bus users. In particular, the displacement analysis discredits a common challenge that when a new light rail line opens, most passengers are simply former bus riders whose routes were canceled in favor of light rail. The study suggests that light rail services can attract additional ridership to public transit systems. In addition, although pre-post control-group designs require time and effort, this project underscores the benefits of such quasi-experimental designs in terms of the strength of the inferences that can be drawn about the impacts of new transit infrastructure and services.

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“…Inappropriate price signals are frequently invoked as a factor that skews travel toward the automobile and away from walking and public transit. For example, in the US, the cost of gasoline has declined since 1980 (after accounting for inflation and gains in fuel efficiency) and free, convenient parking is plentiful around residences, worksites, shopping and leisure destination (Auchincloss et al, 2014; Shoup, 1997, 2011). To date, the majority of work on transportation prices has focused on how it can reduce auto use or increase transit use (Guo, 2013; Marsden, 2006; Salon et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

Modeling spatial segregation and travel cost influences on utilitarian walking: Towards policy intervention

Yang

Auchincloss

Rodrı́guez³

et al. 2015

Computers, Environment and Urban Systems

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We develop an agent-based model of utilitarian walking and use the model to explore spatial and socioeconomic factors affecting adult utilitarian walking and how travel costs as well as various educational interventions aimed at changing attitudes can alter the prevalence of walking and income differentials in walking. The model is validated against US national data. We contrast realistic and extreme parameter values in our model and test effects of changing these parameters across various segregation and pricing scenarios while allowing for interactions between travel choice and place and for behavioral feedbacks. Results suggest that in addition to income differences in the perceived cost of time, the concentration of mixed land use (differential density of residences and businesses) are important determinants of income differences in walking (high income walk less), whereas safety from crime and income segregation on their own do not have large influences on income differences in walking. We also show the difficulty in altering walking behaviors for higher income groups who are insensitive to price and how adding to the cost of driving could increase the income differential in walking particularly in the context of segregation by income and land use. We show that strategies to decrease positive attitudes towards driving can interact synergistically with shifting cost structures to favor walking in increasing the percent of walking trips. Agent-based models, with their ability to capture dynamic processes and incorporate empirical data, are powerful tools to explore the influence on health behavior from multiple factors and test policy interventions.

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The High Cost of Free Parking

Cited by 219 publications

References 0 publications

Infrastructure and the environment in the Anthropocene

Infrastructure and the environment in the Anthropocene

Evaluating the attractiveness of a new light rail extension: Testing simple change and displacement change hypotheses

Modeling spatial segregation and travel cost influences on utilitarian walking: Towards policy intervention

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