advancing the role of multimodal accessibility in ...mcdite.org/pdf/past/2015_annual_meeting/session...
TRANSCRIPT
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Advancing the Role of Multimodal Accessibility in Transportation Decision-makingITE Mid-Colonial District Meeting
April 14, 2015
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Outline
Why accessibility?
Where we’ve been – individual modes / destinations TAZ isochrones
Montgomery bikeshare
Asheville, NC “East of the Riverway”
Where we’re headed – composite / multimodal applications
DC “Healthy by Design”
NCHRP Report 770 (and beyond)
MDOT I-270 Corridor study
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Why accessibility?An emerging frame of reference
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New Context, Old Tools
Today’s planning context Land use and urban form as variables
Multimodal considerations
Performance based planning
Reinforced by MAP-21 planning emphasis areas
Better tools and measures needed
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Multimodal Accessibility
Reflects the D’s: Density,
Diversity,
Design,
D’etc.
Leverages travel time as a universal variable
Is scalable to place and mode
Is conceptually elegant
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A Simple but Powerful Framework
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ACCESSIBILITY =
Land Use
Transportation Network
Opportunities• Number• Variety• Proximity
Travel Time• Connectivity• Directness• Safety
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Where we’ve beenAccessibility for individual modes
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Access to jobs by auto and transit at TAZ level
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Montgomery Bikeshare
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Asheville “East of the Riverway”
Historically disenfranchised communities
Reinvestment along industrial riverfront both opportunity and threat
Gridcell analysis focused on walking and transit accessibility
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Access to jobs, shopping, health care, and education of interest.
Census and LEHD data associated with hexes based on land use and land cover
Allocation tool was used
Uses Industrial purple
Office red
Retail and services pink
Health care pink
Education blue
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Tested a new network of multimodal facilities versus existing
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Walk to Employment –Existing Network
Existing Network
Existing Land Use
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Walk to Employment –FutureLand Use
Existing Network
Future Land Use
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Walk to Employment –Future Network and Land Use
Future Network
Future Land Use
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Tested walk access to food markets
Disenfranchised populations are further disadvantaged in terms of accessibility to healthy food
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What we need is a new market…
New food market applies land use as a solution to limited accessibility
Asheville Multimodal Network
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Where we’re headedTruly multimodal accessibility
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MWCOG/TLC Healthy by Design for Affordable Housing
MWCOG Transportation and Land Use Grant
Locational guidelines for healthy design in affordable housing
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Location & Accessibility
Site & Building Design
Healthy by Design for Affordable Housing
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MWCOG/TLC Healthy by Design for Affordable Housing
Identified push and pull factors
Proximity analysis based on 15-20 minute walk
Series of maps by category (e.g. education & childcare, health & social services, jobs, etc.)
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Location & AccessibilityLocating affordable housing in areas with strong walk, bike and transit access to:
• Grocery stores, farmers’ markets, community gardens
• Schools and community centers• Jobs • Social services• Natural spaces and recreational
opportunities• Transit and other non-motorized
options (bike share, car share)
Locating affordable housing away from:• Environmental hazards • Concentrations of liquor stores,
fast food, etc.
Healthy by Design for Affordable Housing
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MWCOG/TLC Healthy by Design for Affordable Housing
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Composite mapping to better understand optimal locations for affordable housing
Recommended as policy tool to guide public sector investments
Healthy by Design for Affordable Housing
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NCHRP Project 8-78, Report 770
Purpose: Develop responsive tools for estimating bike/walk demand
Outcome: Review of different tools (direct demand and accessibility-based) for forecasting
Springboard: Making accessibility fully multimodal
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Scores Calculated for Each Mode (and purpose)
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AutoTransit Bike Walk
Modal Activity Ranges (defined by speeds)
Starting Point
Travel Time Decay Curve
Accessibility Score =
Σ time-decayed
opportunities
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Comparing Accessibility Scores for Different Settings
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Comparing Accessibility Scores for Different Settings
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Accessibility’s Influence on Mode Choice
Logan Circle Clarendon McLean
Auto 4.3 2.3 1.0
Transit 13.6 4.8 1.0
Bike 15.2 3.7 1.0
Walk 38.9 6.9 1.0
Non-motorizedmode share
41% 21% 8%
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Normalized Accessibilities (McLean = 1.0)
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MD 355/I-270 Pilot Study Corridor
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Robust multimodal network
Newly adopted Countywide BRT system
Interest in quick-response assessments below the TAZ level
Application of NCHRP 770 concept multimodal
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Accessibility Score Calculation
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Accessibility =
𝑂𝑝𝑝𝑜𝑟𝑡𝑢𝑛𝑖𝑡𝑖𝑒𝑠
𝑇𝑟𝑎𝑣𝑒𝑙 𝑇𝑖𝑚𝑒 ∗𝑫𝒆𝒄𝒂𝒚
Where:
Opportunities = Number of Jobs (HBW) or Number of Retail/Service Establishments (HBNW)
Travel Time = Time to reach opportunity over actual network(Network Analyst)
Decay = Factor reflecting decrease in value of opportunities that are farther away
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Distance-Decay Relationships (derived from travel survey trip distributions)
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y = 100e-0.07x
R² = 0.9545
0.00
10.00
20.00
30.00
40.00
50.00
60.00
70.00
80.00
90.00
100.00
0 10 20 30 40 50 60 70
Per
cen
t o
f T
rip
s w
hic
h a
re L
on
ger
Th
an
Minutes
HBW Walk -- Travel Time Decay
y = 100e-0.088x
R² = 0.9448
0.00
10.00
20.00
30.00
40.00
50.00
60.00
70.00
80.00
90.00
100.00
0 20 40 60 80 100 120
Pe
rce
nt
of
Trip
s w
hic
h A
re L
on
ger
Than
Travel time
HBNW Walk -- Travel Time Decay
Calculated for all modes and travel purposesCalculated for all modes and travel purposes
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Auto Accessibilities: Work & Non-Work (TAZ)
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Transit Accessibilities: Work & Non-Work (TAZ)
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Walk Accessibilities: Work & Non-Work (Block)
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Bringing Transit Accessibility Down to Block Level
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Decay Factor Applied to
TAZ Transit Accessibility
Score
Transit Walk
Access Time
Work
Travel
Non-Work
Travel
1 min 0.998 0.998
5 min 0.704 0.702
10 min 0.496 0.452
15 min 0.349 0.291
20 min 0.247 0.188
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Predicting Mode Shares at Block Level
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Predicting Mode Shares at Block LevelTransit Accessibility: HBW
Transit Mode Share: HBW
Transit Accessibility: HBW Transit Mode Share: HBW
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Predicting Mode Shares at Block Level
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Auto HBW
Walk HBW
Auto: HBW Walk: HBW
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Comparing MMA Model Estimated Mode Shares by Planning Areawith MWCOG and ACS Household Surveys for Journey‐to‐Work
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Absolute Mode Shares Percentage Differences
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ConsideringPlacetypesDefined by Multimodal Accessibility
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Transit MMA LevelW
alk
MM
A L
evel
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Land Use & Network Enhancements
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Focus on station areas:• Gude Drive
• Montgomery College
• Edmonston Lane
• Pooks Hill
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Effect of Scenarios on Work Mode Shares
Inner circle – existing
Middle circle – BRT improvement only
Outer circle – BRT and enhanced transit oriented development
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Effect of Scenarios on Non-Work Mode Shares
Inner circle – existing
Middle circle – BRT improvement only
Outer circle – BRT and enhanced transit oriented development
HBO
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Lessons and Observations
Multimodal assessment Common basis of measurement across modes
Strong relationship to observed mode shares
Scalable approach Link between block-level and regional/statewide-level info
Seamless databases emerging nationwide
Access to particular destination types
Benefits to certain population groups
Applicable for a variety of purposes Scenario planning
Project prioritization
Performance measurement
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The End