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Induced Demand: an Urban and Metropolitan Perspective
Induced Demand: An Urban and Metropolitan Perspective Robert Cervero, Professor Department of City and Regional Planning University of California Berkeley, California E-Mail: [email protected] Paper prepared for Policy Forum: Working Together to Address Induced Demand U.S. Environmental Protection Agency Federal Highway Administration, U.S. Department of Transportation Eno Transportation Foundation, Incorporated March 2001 Second Revision Induced Demand: An Urban and Metropolitan Perspective Most studies of induced travel demand have been carried out at a fine to medium grain of analysis – either the project, corridor, county, or metropolitan levels. The focus has been on urban settings since cities and suburbs are where the politics of road investments most dramatically get played out. The problems assigned to induced demand – like the inability to stave off traffic congestion and curb air pollution – are quintessentially urban in nature. This paper reviews, assesses, and critiques the state-of-the-field in studying induced travel demand at metropolitan and sub-metropolitan grains of analysis. Its focus is on empirical and ex post examinations of the induced demand phenomenon as opposed to forecasts or simulations. A meta-analysis is conducted with an eye toward presenting an overall average elasticity estimate of induced demand effects based on the best, most reliable research to date. 1. URBAN HIGHWAYS AND TRAVEL: THE POLICY DEBATE Few contemporary issues in the urban transportation field have elicited such strong reactions and polarized political factions as claims of induced travel demand. Highway critics charge that road improvements provide only ephemeral relief – within a few year’s time, most facilities are back to square one, just as congested as they were prior to the investment. -
The Fundamental Law of Road Congestion: Evidence from US Cities
University of Pennsylvania ScholarlyCommons Real Estate Papers Wharton Faculty Research 10-2011 The Fundamental Law of Road Congestion: Evidence From US Cities Gilles Duranton University of Pennsylvania Matthew A. Turner Follow this and additional works at: https://repository.upenn.edu/real-estate_papers Part of the Economics Commons, and the Real Estate Commons Recommended Citation Duranton, G., & Turner, M. A. (2011). The Fundamental Law of Road Congestion: Evidence From US Cities. American Economic Review, 101 (6), 2616-2652. http://dx.doi.org/10.1257/aer.101.6.2616 This paper is posted at ScholarlyCommons. https://repository.upenn.edu/real-estate_papers/3 For more information, please contact [email protected]. The Fundamental Law of Road Congestion: Evidence From US Cities Abstract We investigate the effect of lane kilometers of roads on vehicle-kilometers traveled (VKT) in US cities. VKT increases proportionately to roadway lane kilometers for interstate highways and probably slightly less rapidly for other types of roads. The sources for this extra VKT are increases in driving by current residents, increases in commercial traffic, and migration. Increasing lane kilometers for one type of road diverts little traffic omfr other types of road. We find no evidence that the provision of public transportation affects VKT. We conclude that increased provision of roads or public transit is unlikely to relieve congestion. Disciplines Economics | Real Estate This journal article is available at ScholarlyCommons: https://repository.upenn.edu/real-estate_papers/3 American Economic Review 101 (October 2011): 2616–2652 http://www.aeaweb.org/articles.php?doi 10.1257/aer.101.6.2616 = The Fundamental Law of Road Congestion: Evidence from US Cities† By Gilles Duranton and Matthew A. -
A Retrospective of Preservation Practice and the New York City Subway System
Under the Big Apple: a Retrospective of Preservation Practice and the New York City Subway System by Emma Marie Waterloo This thesis/dissertation document has been electronically approved by the following individuals: Tomlan,Michael Andrew (Chairperson) Chusid,Jeffrey M. (Minor Member) UNDER THE BIG APPLE: A RETROSPECTIVE OF PRESERVATION PRACTICE AND THE NEW YORK CITY SUBWAY SYSTEM A Thesis Presented to the Faculty of the Graduate School of Cornell University In Partial Fulfillment of the Requirements for the Degree of Master of Arts by Emma Marie Waterloo August 2010 © 2010 Emma Marie Waterloo ABSTRACT The New York City Subway system is one of the most iconic, most extensive, and most influential train networks in America. In operation for over 100 years, this engineering marvel dictated development patterns in upper Manhattan, Brooklyn, and the Bronx. The interior station designs of the different lines chronicle the changing architectural fashion of the aboveground world from the turn of the century through the 1940s. Many prominent architects have designed the stations over the years, including the earliest stations by Heins and LaFarge. However, the conversation about preservation surrounding the historic resource has only begun in earnest in the past twenty years. It is the system’s very heritage that creates its preservation controversies. After World War II, the rapid transit system suffered from several decades of neglect and deferred maintenance as ridership fell and violent crime rose. At the height of the subway’s degradation in 1979, the decision to celebrate the seventy-fifth anniversary of the opening of the subway with a local landmark designation was unusual. -
Metrocard Merchants Manual
Merchant MetroCard Sales Manual April 2019 ¯˘ MetroCard increases customer traffic to your store. MetroCard Merchant Sales Manual Welcome The rules and procedures governing: • selling • ordering • promotions • payment • delivery • questions • returns Periodic updates will be provided. 3 Selling MetroCard • We will provide you with free advertising materials to display in the front door or window of your business. Additional free promotional materials such as the MTA New York City Subway map and MetroCard menus are available upon request. For your convenience MetroCard menus are currently available in the following languages: English, Spanish, Russian, Creole, Chinese and Korean. • MetroCard customers are MTA New York City Transit customers and should be treated courteously. • MetroCard must be available for sale during all hours and days that your business is open. Merchants must not require customers to purchase other items in order to purchase MetroCard. • MetroCard must not be removed from individual wrappers prior to sale. A customer may refuse to buy any MetroCard with an open or damaged wrapper. • MetroCard may not be sold for more than face value or the dollar value listed on the wrapper. • Merchants are not permitted to charge fees or premiums, including the $1.00 NEW card fee. • MetroCard should not be sold within 30 days of the expiration date printed on the back of the card. • To return a supply of current MetroCard for credit, see return procedure beginning on page 12 or call the MetroCard Merchant Service Center at 888-345-3882. • NYC Transit reserves the right to limit the number of MetroCards sold to a merchant. -
Effective Strategies for Congestion Management
EFFECTIVE PRACTICES FOR CONGESTION MANAGEMENT: FINAL REPORT Requested by: American Association of State Highway and Transportation Officials (AASHTO) Prepared by: Cambridge Systematics, Inc. Cambridge, MA Resource Systems Group, Inc. Burlington, VT November 2008 The information contained in this report was prepared as part of NCHRP Project 20-24(63), National Cooperative Highway Research Program, Transportation Research Board. Acknowledgements This study was requested by the American Association of State Highway and Transportation Officials (AASHTO), and conducted as part of National Cooperative Highway Research Program (NCHRP) Project 20-24. The NCHRP is supported by annual voluntary contributions from the state Departments of Transportation (DOTs). Project 20-24 is intended to fund studies of interest to the leadership of AASHTO and its member DOTs. Christopher Porter of Cambridge Systematics was the lead author of the report, working with John Suhrbier of Cambridge Systematics and Peter Plumeau and Erica Campbell of Resource Systems Group. The work was guided by a task group chaired by Constance Sorrell which included Daniela Bremmer, Mara Campbell, Ken De Crescenzo, Eric Kalivoda, Ronald Kirby, Sheila Moore, Michael Morris, Janet Oakley, Gerald Ross, Steve Simmons, Dick Smith, Kevin Thibault, Mary Lynn Tischer, and Robert Zerrillo. The project was managed by Andrew C. Lemer, Ph. D., NCHRP Senior Program Officer. Disclaimer The opinions and conclusions expressed or implied are those of the research agency that performed the research and are not necessarily those of the Trans- portation Research Board or its sponsors. The information contained in this document was taken directly from the submission of the author(s). This docu- ment is not a report of the Transportation Research Board or of the National Research Council. -
Long Island Sound Waterborne Transportation Plan Task 2 – Baseline Data for Transportation Plan Development
Long Island Sound Waterborne Transportation Plan Task 2 – Baseline Data for Transportation Plan Development final memorandum prepared for New York Metropolitan Transportation Council Greater Bridgeport Regional Planning Agency South Western Regional Planning Agency prepared by Cambridge Systematics, Inc. with Eng-Wong Taub & Associates Howard/Stein-Hudson Associates, Inc. Gruzen Samton Architects, Planners & Int. Designers HydroQual Inc. M.G. McLaren, PC Management and Transportation Associates, Inc. STV, Inc. September 30, 2003 www.camsys.com final technical memorandum Long Island Sound Waterborne Transportation Plan Task 2 – Baseline Data for Transportation Plan Development prepared for New York Metropolitan Transportation Council Greater Bridgeport Regional Planning Agency South Western Regional Planning Agency prepared by Cambridge Systematics, Inc. 4445 Willard Avenue, Suite 300 Chevy Chase, Maryland 20815 with Eng-Wong Taub & Associates Howard/Stein-Hudson Associates, Inc. Gruzen Samton Architects, Planners & Int. Designers HydroQual Inc. M.G. McLaren, PC Management and Transportation Associates, Inc. STV, Inc. September 30, 2003 Long Island Sound Waterborne Transportation Plan Technical Memorandum for Task 2 Table of Contents 1.0 Introduction.................................................................................................................... 1-1 1.1 Purpose and Need.................................................................................................. 1-1 1.2 The National Policy Imperative .......................................................................... -
Division Overview
DIVISION OVERVIEW As an integral part of New York City's Department of Transportation, the Division of Bridges has a two-fold mission: to maintain an optimal transportation network by ensuring smooth mobility on the city's bridges, and to ensure the safety of the public. The New York City Department of Transportation’s Division of Bridges is comprised of five major bureaus. The Chief Bridge Officer is responsible for formulating policy and providing executive direction. He oversees all aspects of the design, construction, rehabilitation and reconstruction, maintenance, operation and administration of the 787 bridges (including 5 tunnels), and 61 culverts presently under the jurisdiction of the New York City Department of Transportation (NYCDOT). In addition to broad supervision, the Chief Bridge Officer also provides overall executive and administrative direction for the Division of Bridges, and ensures that all contractors are promptly paid. Reporting to the Chief Bridge Officer, the Community Affairs Unit maintains liaison with elected officials, community boards, community groups, and civic/neighborhood associations. The Unit takes a pro-active approach in addressing design issues, roadway closures, and detours by reaching out to communities prior to the onset of construction. This enables the Division to proceed with its rehabilitation program with community input, and allows the Agency and its contractors to co-exist in a more harmonious manner with the community surrounding the project. Issues and problems of concern to the communities -
A FORK in the ROAD a New Direction for Congestion Management in Sydney
A FORK IN THE ROAD A new direction for congestion management in Sydney COMMITTEE FOR SYDNEY ISSUES PAPER 12 APRIL 2016 INTRODUCTION The Committee for Sydney believes there is an urgent need for a better civic dialogue about transport options in Sydney. With notable exceptions,1 the current debate appears to be too polarised, ideological and mode-led, characterised more by heat than light. There is a need for a cooler, more evidence-based approach and a recognition that cities are complex and multi-faceted and no one transport mode will meet all needs. That approach brings challenges for government agencies and the community. For government agencies, it means having robust and transparent appraisal methods for selecting one transport mode or policy over another, and a respect for the concerns of communities affected by significant infrastructure projects. For communities, it means accepting necessary change when the broader public benefits have been shown. Addressing congestion must be part of this. But we must also not lose sight of the objective: reducing congestion means commuters in Sydney will spend less time stuck in traffic – and more time with family and contributing to our city. This has significant economic benefit for the city and for the community. In our view, Sydneysiders will support whatever transport mode or intervention is shown to be required to meet the city’s needs. But they will expect that the appraisal process used is mode-neutral, transparent and evidence-based, resulting in transport projects or interventions which deliver maximum public benefit and the best strategic outcomes for Sydney. -
Integrative Freight Demand Management in the New York City Metropolitan Area
INTEGRATIVE FREIGHT DEMAND MANAGEMENT IN THE NEW YORK CITY METROPOLITAN AREA Cooperative Agreement #DTOS59-07-H-0002 Final Report Submitted to: United States Department of Transportation Prepared by: José Holguín-Veras, Ph.D., P.E. Professor, Rensselaer Polytechnic Institute Kaan Ozbay, Ph.D. Professor, Rutgers University Alain Kornhauser, Ph.D. Chairman, ALK Technologies Anthony Shorris Director, Rudin Center for Transportation Policy and Management Satish Ukkusuri, Ph.D. Associate Professor, Purdue University September 30, 2010 DISCLAIMER STATEMENT The contents of this report reflect the views of the authors who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the United States Department of Transportation. This report does not constitute a standard, specification or regulation. ACKNOWLEDGEMENTS The project team would like to acknowledge the significant contributions made by the various participants and collaborators in this path breaking project. It is important to start with the project‘s industrial partners: Sysco, Whole Foods Market, Foot Locker, and New Deal Logistics, and the other participants: Just Salad, Gotham Bistro, 63 bites, Midtown Restaurant, Overlook, brgr, Kolache Mama, Pipa Restaurant, Baldor Specialty Foods, Chris‘s Cookies, Gourmet Guru, McMahon‘s Farm, Mossé Beverage Industries, and Peet‘s Coffee. These businesses deserve all the credit, not only for taking proactive steps toward sustainable deliveries, but for the leadership demonstrated by participating in a research project. Their participation in the project brought into the picture the real life challenges and potential of the effort. The project team acknowledges the significant contributions of: Mr. -
LATEST EVIDENCE on INDUCED TRAVEL DEMAND: an EVIDENCE REVIEW an Evidence Review
Department for Transport LATEST EVIDENCE ON INDUCED TRAVEL DEMAND: AN EVIDENCE REVIEW An Evidence Review 70038415 MAY 2018 Department for Transport LATEST EVIDENCE ON INDUCED TRAVEL DEMAND: AN EVIDENCE REVIEW An Evidence Review TYPE OF DOCUMENT (VERSION) CONFIDENTIAL PROJECT NO. 1-396 OUR REF. NO. 70038415 DATE: MAY 2018 WSP The Victoria 150-182 The Quays Salford, Manchester M50 3SP Phone: +44 161 886 2400 Fax: +44 161 886 2401 WSP.com QUALITY CONTROL Issue/revision First issue Revision 1 Revision 2 Revision 3 Remarks Draft for Client Draft Final Report Final Report Reviews Date February 2018 April 2018 May 2018 Prepared by Fay Dunkerley Fay Dunkerley Fay Dunkerley Bryan Whittaker James Laird James Laird James Laird Andrew Daly Signature Checked by Charlene Rohr Charlene Rohr Charlene Rohr Bryan Whittaker James Laird Signature Authorised by Bryan Whittaker Bryan Whittaker Bryan Whittaker Signature Project number 1-396 1-396 1-396 Report number 1.0 1.1 1.2 File reference 70038415 70038415 70038415 LATEST EVIDENCE ON INDUCED TRAVEL DEMAND: AN EVIDENCE REVIEW WSP Project No.: 1-396 | Our Ref No.: 70038415 May 2018 Department for Transport CONTENTS 1 INTRODUCTION 1 1.1 BACKGROUND 1 2 INDUCED DEMAND AND ECONOMIC APPRAISAL 2 2.1 WHAT IS INDUCED DEMAND? 2 2.2 INDUCED DEMAND AND USER BENEFITS 4 3 LITERATURE REVIEW METHODOLOGY 6 3.1 SEARCH METHODOLOGY 6 3.2 REVIEW OF THE LITERATURE AND DATA EXTRACTION 7 4 EVIDENCE ON INDUCED TRAVEL 8 4.1 OVERVIEW OF PAPERS SELECTED FOR REVIEW 8 4.2 FINDINGS ON INDUCED TRAVEL 9 4.3 DISCUSSION OF FACTORS INFLUENCING -
Induced Demand a LITERATURE REVIEW
2/12/2020 Induced Demand A LITERATURE REVIEW 1 Understanding Induced Demand Economic context Overview of frequently cited academic studies Key Takeaways 2 1 2/12/2020 What is Induced Demand? Induced Demand is a phrase used frequently in conversations about widening roads. It refers to the application of the theory of Supply and Demand to transportation. More broadly, it is an economics term referring to the change of demand within a market after supply changes. 3 Induced Demand is an Economic Term Assumes transportation acts like a “market” governed by supply, demand, and price. Supply: refers to the amount of a “good” available Demand: refers to how many people want a “good” Price: refers to the cost required to consume a “good” 4 2 2/12/2020 Supply and Demand Seek Equilibrium Supply, Demand, and Price exist in a equilibrium. Quantity Supplied = Quantity Demanded A shift in one variable causes a reaction in the others. https://www.britannica.com/topic/supply-and-demand 5 Supply & Demand Applied to Roads Supply = Road capacity Demand = People that want to use the road (VMT) Price = The cost incurred by using the road 6 3 2/12/2020 What Happens When You Increase Supply? Generated Traffic and Induced Travel Implications for Transport Planning 18 March 2019 https://www.vtpi.org/gentraf.pdf 7 Induced travel occurs when latent demand becomes real demand. 8 4 2/12/2020 What Does the Research Say? Researchers attempt to understand how shifts in capacity (supply) affect road usage (demand). 9 What does the Research say? Studies found elasticities of >1 across results. -
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52 MARCH | APRIL 2016 THE PENNSYLVANIA GAZETTE Street Fighter “Gridlock Sam” Schwartz is an icon in New York’s century-long war with traffi c. Can his fi nal campaign reshape the city’s transportation future? BY TREY POPP 53 THE PENNSYLVANIA GAZETTE MARCH | APRIL 2016 PHOTOGRAPH BY DON HAMERMAN THE PENNSYLVANIA GAZETTE MARCH | APRIL 201653 half past nine on a Friday high up on poles to discourage theft, but ernment agency—at any level of govern- morning and the Henry nonetheless became coveted collector’s ment—has long puzzled many New Yorkers. It’s Hudson Parkway is wide items virtually from their debut.) And for good reason: Schwartz made them open when Sam Schwartz GCE’70 receives Indeed, a cheeky obituarist might be up. (The proximity of many of these signs his first GPS instruction. We’re speeding tempted to tell Schwartz’s life story entire- to FBI, DEA, and Secret Service offices north out of Manhattan. Upper West Side ly through traffic signs. One of his per- provides a clue about whose identities he brickwork flickers through the bare- sonal favorites adorns the Carroll Street was helping to conceal.) branched plane trees lining Riverside Park. Bridge, one of four remaining retractable Which is not to say that he reigned by In two miles, intones the halting yet serene- bridges in the United States, whose sliding catering to the mighty. The finest mo- ly unflappable voice of Default Female, wooden deck spans the Gowanus Canal in ment of his scrappy civil-service career bear right … onto I … Ninety-Five … North.