Led by Dr. Kimberly Kahn of Portland State University, the purpose of...Read more
Learn more about this research project by viewing the two-page Project Brief, related presentations, and the full Final Report.
In Tampa Bay, Florida, it's hard to get around without a car. For those who depend on transit, the simple task of bringing groceries home can take up an entire afternoon.
Add the extra difficulty of food insecurity—which affects a wide variety of people and may mean they can't afford to go to the grocery store, but must travel to a food pantry—the task of procuring those groceries gets even more difficult.
Now take away the possibility of transit. Where does that leave you? Hungry, wherever you are.
According to a new study from NITC investigators at the University of South Florida (USF), there are 136,401 people in Florida's Hillsborough, Pasco and Pinellas counties who are both food insecure and lack adequate access to transit.
Food insecurity affects a wide range of people and most acutely affects vulnerable populations such as children, pregnant women, seniors and individuals with disabilities.
The study, led by...Read more
Transit-oriented development, or TOD, could be the “poster child” for sustainable urban development. It concentrates land uses, including commercial and multi-family housing, near transit stations so as to reduce car dependency and increase ridership. The benefits are manifold; increased community health, positive economic impacts, less harm to the environment and potentially greater social equity.
But what about affordability? In exchange for all these benefits, do TOD residents spend more money on transportation?
A new NITC...Read more
Everyday cycling for transportation can have positive, population-level health impacts.
Significant deterrents to cycling remain, however, particularly for women and minorities.
Lubitow interviewed 28 Portlanders who self-identified as a woman or as a racial/ethnic minority (or both), and based on the insights gained from their stories, came up with a set of recommended interventions for planners to mitigate the barriers they experience.
"Institutionalized racism and sexism is hard to fix. These are complicated issues that involve multiple levels of interventions, but at a basic sort of smaller scale, there are things we can do," Lubitow said.
She chose participants who own a bike and ride it at least once a month, but not more than once a week. The primary aim of the project was to collect rich, narrative data regarding obstacles to routine or utilitarian cycling for women and minorities who already see biking as a viable form of transportation, but who make relatively few bike trips.
The interviews...Read more
In the U.S., women are far less likely to bicycle for transportation than men. Explanations include, among others, safety concerns (traffic and crime), complex travel patterns related to household responsibilities, time constraints, lack of facilities that feel safe, and attitudes. This talk will explore how this gender gap emerges in childhood, using data from the Family Activity Study. The study collected data from 300 Portland families (parents and children) over two years, allowing us to see how things change over time.
Jennifer Dill is a Portland State University professor and the director of TREC. She teaches courses in transportation policy, pedestrian and bicycle planning, and research methods. Her research interests focus on the interactions of transportation planning, travel behavior, health, the environment and land use. In general, she is interested in answering these questions: How do people make their travel and location decisions? How do those decisions impact the environment? How do our planning decisions impact people's travel and location decisions? Prior to entering academia, she worked as an environmental and transportation planner.
Shrinking cities, also known as legacy cities, are previously dense urban areas that have experienced significant population loss. Some of the most striking examples in the United States are historical automobile manufacturing cities like Detroit, Buffalo and Cleveland.
In these cities, the thinning of the population coupled with the decay of physical infrastructure creates unique transportation challenges.
University of Utah researcher Joanna Ganning set out to find a tailored solution for this problem using accessibility-based transportation planning.
She will present her research in a webinar on Thursday, February 19.
In contrast to mobility-based planning, which focuses on the cost of transportation per mile traveled, accessibility-based planning places its emphasis on whether people have access to their destinations.
Ganning believes that there is a heightened need for accessibility-based planning in urban settings with population decline.
“We know that increased population density makes transit more efficient. In urban decline you’re losing people, so you don’t have that working for you,” Ganning said.
This webinar reports findings from a NITC study which assessed the affordability of HUD rental assistance properties from the standpoint of transportation costs. HUD housing is, by definition, affordable from the standpoint of housing costs; there are limits on the amounts renters can be required to pay. However, there are no such limitations on transportation costs, and common sense suggests that renters in remote locations may be forced to pay more than 15 percent of income, a nominal affordability standard, for transportation costs.
Using household travel models estimated with data from 15 diverse regions around the U.S., researchers estimated and summed automobile capital costs, automobile operating costs, and transit fare costs for households at more than 18,000 HUD rental assistance properties. The mean percentage of income expended on transportation is 15 percent for households at the high end of the eligible income scale. However, in highly sprawling metropolitan areas, and in suburban areas of more compact metropolitan areas, much higher percentages of households exceed the 15 percent threshold....Read more
The video begins at 0:21.
The video begins at 8:53.