ABSTRACT: The advent of GIS and GPS has revolutionized how we monitor and model destination choice. New methodologies in building choice sets can be developed and new insights on travel behavior can be gained given the real-time GPS travel data. To this end, this research investigates how land use, road network structure, and axis of travel influence home-based, non-work destination choice based on in-vehicle GPS travel data in the Minneapolis-St. Paul Metropolitan Area in 2008. We propose a novel choice set formation approach combining survival analysis and random selection and a new approach to deciding choice set size. Mixed-effects logit models are used to model our data with repeated observations for each participant. Our findings identify the following factors that influence non-work destination choice: (1) Walkable opportunities and diversity of services at destinations, (2) Route-specific factors such as turn index and speed discontinuity, and (3) Axis of travel measured by relative travel time to work, home, and downtown. A destination closer to the axis of home and work, all else equal, is more likely to be selected. A destination far away from downtown is more attractive to auto users. This research contributes to methodologies in building choice sets for modeling non-work destination choice. The results enhance our understanding of non-work destination choice and have implications for transportation and land use planning.
Frank Lloyd Wright is a renowned as a great architect. His city plans are less well-loved. In the 1930s he proposed Broadacre City, a new American landscape where everyone would have an acre of land, a car, and a gyrocopter. Fueling those cars requires gasoline. Gasoline requires Gas Stations. FLW, being an architect, had a gas station design. It was actually built in Cloquet, Minnesota (map). Needing fuel, and liking Wright, I took the opportunity to acquire some black gold at this classic design. Now a full-service Spur Station (on Main Street, but I can’t say much about the rest of the town, since we just passed through), it continues operation. A history of the station is here.
We didn’t exactly build Broadacre City (described in his book The Living City), though we didn’t exactly not build it either, aspects of it infuse post-War suburban America. But one element was exactly constructed. and remains attractive, as gas stations go, to this day. The dreams of what became the modern landscape evolved not simply from the minds of post-war developers, but had many pre-war antecedents, reflecting the agrarian/urban conflict dating back to at least Jefferson and Hamilton.
… Smarter trucks, smarter roads and efficiency and financial gains from both were central themes of the panel’s discussion.
Levinson said for the first time since the automobile began its 100-year boom in the early 20th century, miles traveled per capita has stagnated, with demographic changes (retiring baby boomers, for instance) and online commerce being two of the key drivers. Traffic congestion, however, may not be impacted, because total miles traveled in the U.S. is still on the rise due to population increases and other long-term trends.
As the world’s relationship with the automobile changes, Levinson said, so does the potential for alternative fuels and electric-powered vehicles.
“Full battery electric vehicles and plug-in vehicles are coming into the market now,” he said. “If you turn this type of data through an s-curve (a model used to predict uptake of new technologies), you come up with around 2030 for when half of car sales will be electric.”
That uptake will be later for trucks, he said, though he still sees electric trucks on the horizon.
Similarly, Levinson said, around 2030 half of cars sold [ED: I think I said miles traveled] will be some form of autonomous. “Technology will drive regulators rather than the regulators driving technology,” he said.
And as automated lane-keeping systems become more prevalent in heavy trucks and passenger cars, narrower lanes and narrower vehicles could follow, Levinson said. “We can rethink how we design cars,” he said. “With lane keeping systems, we can have narrower lanes and shared lanes. Two cars driving in tandem in a lane,” he said, could reduce congestion and improve overall efficiency of U.S. transportation. …
This paper presents new evidence about the role of bike share systems in travel behavior using a diffusion of innovation framework. We hypothesize that bike share systems have a contagion or spillover effect on (𝐻1) propensity to start using the system and (𝐻2) propensity to bicycle among the general population. We test the first hypothesis by modeling membership growth as a function of both system expansion and the existing membership base. We test the second hypothesis by using bike share activity levels near one’s home in a model of household-level bicycle participation and trip frequency. Our study shows mixed results. Bike share membership growth appears to be driven, in a small part, by a contagion effect of existing bike share members nearby. However, we did not identify a significant relationship between proximity to bike share and cycling participation or frequency among the general population. The findings hold implications for marketing, infrastructure investments, and future research about bike share innovation diffusion and spillover effects.
KEYWORDS: Bike Share; Diffusion of Innovation; Travel Behavior
… And of course the conversation got around to autonomous trucks, the bywords of the day.
By the year 2030, maybe half of all miles driven will be by driverless trucks, predicted David Levinson, chair of transportation at the University of Minnesota. [Ed: NOT ACTUALLY WHAT I SAID, I PUT THE TIMEFRAME FOR CARS IN MID 2030s, BUT OK, I WAS TALKING FAST]
But he painted a somewhat different picture than other speakers in discussing the subject. He said a driver might be engaged in supervising multiple drone trucks on set routes from a control center, intervening if something goes wrong, and told attendees that in the future, goods pickup and delivery could be bid on, leading to supply chain networking and consolidated home delivery.
Pedestrian and bicyclist collision risk assessment offers a powerful and informative tool in urban planning applications, and can greatly serve to inform proper placement of improvements and treatment projects. However, sufficiently detailed data regarding pedestrian and bicycle activity are not readily available for many urban areas, and thus the activity levels and collision risk levels must be estimated. This study builds upon other current work by Murphy et al. (1) regarding pedestrian and bicycle activity estimation based on centrality and accessibility metrics, and extends the analysis techniques to estimation of pedestrian collision risk. The Safety In Numbers phenomenon, which refers to the observable effect that pedestrians become safer when there are more pedestrians present in a given area, i.e. that the individual per-pedestrian risk of a collision decreases with additional pedestrians, is a readily observed phenomenon that has been studied previously. The effect is investigated and observed in acquired traffic data, as well as estimated data, in Minneapolis, Minnesota.
Non-motorized transportation, particularly including walking and bicycling, are increasingly becoming important modes in modern cities, for reasons including individual and societal wellness, avoiding negative environmental impacts of other modes, and resource availability. Institutions governing development and management of urban areas are increasingly keen to include walking and bicycling in urban planning and engineering; however, proper placement of improvements and treatments depends on the availability of good usage data. This study attempts to predict pedestrian activity at 1123 intersections in the Midwestern, US city of Minneapolis, Minnesota, using scalable and transferable predictive variables such as economic accessibility by sector, betweenness network centrality, and automobile traffic levels. Accessibility to jobs by walking and transit, automobile traffic, and accessibility to certain economic job categories (Education, Finance) were found to be significant predictors of increased pedestrian traffic, while accessibility to other economic job categories (Management, Utilities) were found to be significant predictors of decreased pedestrian traffic. Betweenness centrality was not found to be a significant predictor of pedestrian traffic, however the specific calculation methodology can be further tailored to reflect real-world pedestrian use-cases in urban areas. Accessibility-based analysis may provide city planners and engineers with an additional tool to predict pedestrian and bicycle traffic where counts may be difficult to obtain, or otherwise unavailable.
Recent trends in the United States suggest a movement toward saturation of vehicle ownership. This paper examines this trend through an analysis of car ownership in the Minneapolis- St. Paul, Minnesota (USA) metropolitan region. Data from pooled cross-sectional household surveys are used to calibrate a model of car ownership that includes birth cohort effects to capture unobserved variations in preference toward car ownership across generations. Declines in household size and worker status have significant impacts in limiting the growth of car ownership, but they are also coupled by an apparent softening of preferences toward ownership among young adults.
Keywords: car ownership; cohort; generational effect; aging; income; saturation; United States
Up and Out: The Future of Travel Demand and Where We Live
Adapting the Built Environment
Reduce, Reuse, Bicycle
Accelerating the End of Traffic via Pricing
Post-script 1: What Happened to Traffic?
Post-script 2: Now extinct: the Traditional Transport Engineer
In this book we propose the welcome notion that traffic—as most people have come to know it—is ending and why. We depict a transport context in most communities where new opportunities are created by the collision of slow, medium, and fast moving technologies. We then unfold a framework to think more broadly about concepts of transport and accessibility. In this framework, transport systems are being augmented with a range of information technologies; it invokes fresh flows of goods and information. We discuss large scale trends that are revolutionizing the transport landscape: electrification, automation, the sharing economy, and big data. Based on all of this, the final chapters offer strategies to shape the future of infrastructure needs and priorities.
We aim for a quick read—and to encourage you and other readers to think outside your immediate realm. By the end of this book (today, if you so choose) you will appreciate the changing times in which you live. You will hopefully appreciate what is new about transport discussions and how definitions of accessibility are being reframed. You will be provided with new ways of thinking about the planning of transport infrastructure that coincide with this changing landscape. Even if transport is not your bailiwick, we like to think there is something interesting for you here. We aim to share new perspectives and reframe debates about the future of transport in cities.