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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Equity Issues in Electronic Vehicle Adoption</title>
      <link>https://rip.trb.org/View/2459050</link>
      <description><![CDATA[Electronic vehicles (EVs) offer many environmental and economic benefits. It also has the potential to reduce traffic congestion. For example, the future integration of autonomous EVs has the potential to significantly impact traffic congestion by optimizing traffic flow, reducing accidents, and improving road utilization efficiency. As the adoption of EVs continues to spread, the resource imbalance in different aspects has hindered it from reaching many people, especially low-income and minority groups. This research proposal aims to investigate the equity challenges associated with EV adoption, focusing on socio-economic disparities, infrastructure accessibility, policy analysis, and potential solutions to foster inclusive EV adoption.]]></description>
      <pubDate>Thu, 21 Nov 2024 17:06:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2459050</guid>
    </item>
    <item>
      <title>Enhancing Road Safety for All Road Users</title>
      <link>https://rip.trb.org/View/2431646</link>
      <description><![CDATA[The project strives to mitigate crashes, with emphasis on outcomes that are fatal or life altering, based on the needs of road users across all modes of travel. It will focus on travel needs of those who have limited access to personal motorized travel options. It will obtain and analyze safety related data, and engage with stakeholders, road network owners and operators, elected and appointed officials to develop strategies to enhance road safety in their jurisdictions and across the region.
Research shows that in states like Nevada, where costs to own and operate a vehicle are high, families whose annual incomes are less than $50K struggle to own and operate a vehicle. Further, families who earn under $25k annually are simply not able to own and operate a vehicle. Due to the wide street design and high operating speeds of motor vehicles on these streets in the Las Vegas metropolitan area, individuals in motor vehicles are at greater risk of critical and fatal injuries than in areas with lower operating speeds and narrow streets. Further, those who travel without the use of a personal motor vehicle to get to their jobs are at greater risk for critical traffic incidents. 
This project will utilize crash data, census data, coroner data to examine the geo-spatial characteristics of crash history and observed road behaviors. At identified high crash locales, we will utilize advanced sensor technologies (e.g. camera, radar, lidar) and other automated technologies. The combination of such data will enable us to identify potential for change and determine countermeasures required to address the identified problems. A comparative analysis will consider the issues on the street, crash characteristics, land use and residential characteristics, and best practices to mitigate problems by road design specific to local needs.
We will use the electronic data we collect and the available crash data for the most recent 5 years (2018-2022, and update city and county officials of the needs in their jurisdictions. We will assure that local road users law enforcement agencies are consulted to help identify needs and develop countermeasures; these are two groups who are often not included in the discussion of issues that affect them every day. We will then work with stakeholders, elected officials as well as the planning and engineering departments to develop strategies to enhance road safety in the region. 
]]></description>
      <pubDate>Thu, 19 Sep 2024 14:39:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2431646</guid>
    </item>
    <item>
      <title>Transportation Needs and Economic Opportunities for Service Employees of
Socioeconomically Disadvantaged Populations in Las Vegas Hospitality and Tourism Industry
</title>
      <link>https://rip.trb.org/View/2422811</link>
      <description><![CDATA[The study team will continue and expand efforts initiated a few months ago (Year 1 of this PSR grant)
to examine transportation needs and challenges faced by service employees, especially those from
socio-economically disadvantaged (SED) populations. These individuals work at hotels along the
Las Vegas resort corridor (the Strip). The team aims to identify potential opportunities to address
these needs and challenges. In the first year, key deliverables were to develop and initiate an
assessment instrument, solicit local stakeholder input, and obtain UNLV IRB approvals. Progress
to date include developing the assessment instrument and its review by subject matter experts.
However, due to unanticipated delays to obtain stakeholder input, there has been a delay to
administer the survey. The team anticipates completing administering the survey in the next few
months. The team will then conduct focus group interviews in year 2. Thus, in the second year of
this study, main deliverables will be to complete evaluating the survey responses / data, conduct
focus group interviews and analyze the results, and make recommendations for effective, efficient,
and equitable solutions that address critical transportation commute needs of members of the
workforce in the service economy who come from diverse and SED populations. The study team
will document work related commute needs, experiences, and challenges faced by SED employees.
Key topics of interest include availability of alternative transportation modes, access to places of
employment, total travel times, and implications for employees’ balance between work responsibilities and personal lives, as well as their psychological well-being. Other items of interest include
how the adoption and use of innovative technologies can alleviate key challenges associated with
employees’ commutes. The study will attempt to explore incentives, policies and operational
strategies to help address the transportation challenges and needs identified. The study team will
collaborate with organizations such as the Regional Transportation Commission of Southern
Nevada, Culinary Workers Union and property owners and employees in the resort corridor.
Transportation Needs and Economic Opportunities for Service Employees of
Socioeconomically Disadvantaged Populations in Las Vegas Hospitality
and Tourism Industry.
The following are potential outcomes of this study. (1) Provide a template for a survey instrument
for potential use in similar efforts across the PSR UTC consortium, and beyond. (2) By identifying
the scope and magnitude of work-commute issues, the study will help identify transport access and
mobility challenges that SED populations and underserved community members in the greater
Las Vegas area experience. (3) Provide empirical evidence to support policy changes that advance
the equity and inclusion issues in the service industry. (4) Set the foundation for an externally funded
and more comprehensive study with the goal of making transportation needs of the community
future-proof]]></description>
      <pubDate>Tue, 27 Aug 2024 17:07:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2422811</guid>
    </item>
    <item>
      <title>Refining C3 Context-classification Criteria for Low-income and Minority Populations</title>
      <link>https://rip.trb.org/View/2404176</link>
      <description><![CDATA[This study seeks to refine the guidance for C3 corridors to account for the unique vulnerabilities of lower-income and minority populations. The three primary objectives include 1. The identification of contextual factors that may place lower-income pedestrians and bicyclists at increased risk along C3 corridors. 2. Estimation of the relative effects that specific features of C3 corridors have on crash incidence, thereby allowing for the prioritization of safety-related countermeasures. 3. The identification of threshold values that may serve to trigger a reconsideration of design treatments along C3 corridors.]]></description>
      <pubDate>Thu, 18 Jul 2024 11:12:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2404176</guid>
    </item>
    <item>
      <title>Strategies to Improve Access to Driver Education and Training for Novice Drivers





</title>
      <link>https://rip.trb.org/View/2394426</link>
      <description><![CDATA[Being able to drive is important, and in some cases necessary, to access education, employment, recreation, and other activities. Driver education and training helps prepare novice drivers for challenges and risks associated with driving. Barriers to accessing driver education and training present a significant challenge. The inability to access driver training contributes to varying levels of driving skill and knowledge among novice drivers, potentially leading to increased risks on the road.

Research is needed to identify barriers and potential solutions to achieving greater access to driver education and training. Findings could be used by state highway safety offices (SHSOs), driver licensing agencies, and departments of education to develop targeted strategies to address these challenges.  

The objective of this research is to develop a guide that identifies current efforts, innovative strategies, and promising approaches for SHSOs, state driver licensing agencies, and departments of education to make driver education and training more accessible to novice drivers. ]]></description>
      <pubDate>Tue, 18 Jun 2024 16:51:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2394426</guid>
    </item>
    <item>
      <title>Addressing Spatial Mismatch in Labor and Transportation Access with Connected Automated Shuttles to Meet the Needs of Low-Income Populations</title>
      <link>https://rip.trb.org/View/2325914</link>
      <description><![CDATA[Connected autonomous vehicle (CAV) deployment is poised to improve accessibility, lower costs, decrease congestion, and widen opportunities for mobility by underserved groups. Yet the benefits of automation remain unevenly distributed and future equity of opportunities depends on how new mobility solutions are designed and deployed within existing mobility systems and the broader society. Due to historical residential patterns, many households in the US find that car access is essential to reach jobs, opportunities, and daily necessities such as groceries and healthcare. The goal of this project is to investigate opportunities and challenges for emerging automated vehicle technologies and services to connect underserved and low-income populations with essential opportunities such as employment. Any new mobility solution needs to carefully contend with how different members of society currently navigate multimodal systems and gaps in service and access. This research will provide insight into designing automated shuttle services that help narrow the spatial mismatch between low-income workers and jobs, thereby improving their employment outcomes and economic opportunities.]]></description>
      <pubDate>Tue, 23 Jan 2024 17:21:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2325914</guid>
    </item>
    <item>
      <title>Spatiotemporal Trends in Pedestrian Crashes</title>
      <link>https://rip.trb.org/View/2325688</link>
      <description><![CDATA[Spatiotemporal Trends in Pedestrian Crashes is a study conducted by researchers from the University of Maine (UMaine) and the University of Connecticut (UConn), in collaboration with the Maine and Connecticut Departments of Transportation. The project aims to understand the factors contributing to the rising number of pedestrian fatalities and injuries in the United States, including the 7,388 pedestrian fatalities recorded in 2021—a 13% increase from the previous year.

This research focuses on identifying patterns in pedestrian crashes and the role of community and infrastructure-related factors in crash outcomes. The study will utilize econometrics and machine learning tools to analyze pedestrian crash data in Maine and Connecticut, with particular attention to rural and geographically dispersed areas.

The research plan includes defining the appropriate scale for analysis, collecting relevant data on population, community characteristics, and infrastructure variables, and applying clustering algorithms and statistical models to uncover trends and contributing factors in pedestrian collisions. The findings will support efforts to improve pedestrian safety by addressing key risk factors and identifying priority areas for intervention.
]]></description>
      <pubDate>Mon, 22 Jan 2024 09:42:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2325688</guid>
    </item>
    <item>
      <title>Improving Livability: Identifying Operational and Access Barriers to Active Transportation in Connecticut Communities</title>
      <link>https://rip.trb.org/View/2321727</link>
      <description><![CDATA["Improving Livability" is a comprehensive research initiative focused on identifying and addressing disparities in walking and biking conditions across Connecticut communities. The project is motivated by rising pedestrian and cyclist fatalities, often tied to historical development patterns and uneven infrastructure investment. This research will include a literature review and data analysis to examine differences in transportation safety related to factors such as race, ethnicity, and income. It will assess variations in access to safe infrastructure for active transportation and develop methods to evaluate safety outcomes, accounting for both reported and underreported incidents.

The project includes two phases: the first involves gathering and preparing data using crash records, U.S. Census demographic information, and land use data; the second phase, proposed for Year 2, will develop econometric models to identify key influences on pedestrian and cyclist safety and create a risk index to highlight high-risk areas in Connecticut. The project will provide practical insights for planners and other stakeholders, including toolkits and strategies to improve mobility and safety. Graduate research assistants will support the work, gaining experience while contributing to the project’s overall goal of making active transportation safer and more reliable for all communities.
]]></description>
      <pubDate>Tue, 16 Jan 2024 12:18:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2321727</guid>
    </item>
    <item>
      <title>Disparities in Access to Driver Education for Teens as a Health and Mobility Equity Issue</title>
      <link>https://rip.trb.org/View/2292667</link>
      <description><![CDATA[Teens who complete behind-the-wheel (BTW) driver education (DE) are able to secure early licensure and are less likely to crash in their early years as a motorist. Disparities in accessibility to BTW DE are therefore disparities in health outcomes (crashes) and mobility (i.e., ability to secure early licensure). The following research grant is to support a stream of research focused on disparities in access to BTW DE, and therefore, safe driving skills and early licensure, for teens. Using inferential statistics and non-parametric statistical techniques, the team will identify economic, racial, and spatial disparities in accessibility to BTW DE by correlating individual data with propensity to engage in DE (Aim 1). The research team will further investigate the disparities in the acquisition of specific safe driving skills by linking individual data with VDA results (Aim 2). As disparities in accessibility to BTW DE are disparities in health outcomes and mobility, the team's research will uncover an actionable way forward to directly address healthy and mobility equity. The research team has assembled a completely novel database of over 18,000 Ohio teens, which includes the following individual-level data: state licensing data, crash data, and DE completion data; household-level data matched with transportation urban planning-related open data; and results from the Virtual Driving Assessment (VDA), a virtual driving skills measurement test the researchers' broader team at the Children’s Hospital of Philadelphia administers to learner drivers. Advanced spatial modeling techniques allow us to collect Socio-economic status data related to home address, and calculate impedance to the nearest DE center.  The research team's project will investigate the following:   Aim 1: Identify individual factors that are most strongly correlated with a teen engaging in BTW DE and early licensure. The research team's early findings at the census tract level tell us that average income is most correlated with a teen pursuing BTW training and early licensure; variables such as activity density and travel distance to BTW DE are also correlated, but more slightly. By matching home address with home value data, the research team assembles the data set that allows us to test the hypothesis directly that income is the strongest predictor of a teen engaging in BTW DE and pursuing early licensure. Moreover, the research team hypothesizes that an individual’s race, as well as details related to the density of their neighborhood (i.e., the collocation of activities), is related to their propensity to engage in BTW DE/early licensure, with BTW DE completion being lower among minority teens. If the research team's hypotheses are correct, it will showcase the deep disparities in who is most like to avoid a crash outcome and the mobility that comes with early licensure.   Aim 2: Identify individual factors that are most strongly correlated with specific acquisition of safe driving skills. The research team has proved the direct correlation between BTW training completion and reduced crash rates in teens; they aim now to correlate the acquisition of specific safe driving skills with the completion of BTW training. The research team's hypothesis is that teens who have completed BTW DE are both overall less risky drivers and have a stronger ability to scan for and respond to hazards/other road users. If the research team's hypotheses are correct, it will showcase the criticality of training drivers from a public health perspective, for individual well-being and to reduce threats to all road users.   This project is a collaboration between the University of Pennsylvania Department of City and Regional Planning, the Children Hospital of Philadelphia, and the State of Ohio Department of Public Safety.]]></description>
      <pubDate>Tue, 21 Nov 2023 18:07:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2292667</guid>
    </item>
    <item>
      <title>Understanding Transit User Experience and Expectations in Under-served Communities</title>
      <link>https://rip.trb.org/View/2292690</link>
      <description><![CDATA[Wait times for transit have been shown by researchers, and in practice, to be onerous for riders. Though transit agencies invest in capital improvements such as bus stop amenities, the consensus view is that such capital investments do little to improve how people experience wait time at bus stops. Different cohorts of the population – such as women, older adults, children who travel independently on transit, people with disabilities, and people of color – may experience the same bus stop differently based on when they are waiting for a bus. This temporal aspect may be related to the time of day (e.g., late morning versus late evening), might be seasonal (e.g., summer versus winter), or linked to days with extreme weather (e.g., >80 F or below <40 F). We ask: which capital improvements have the biggest return on investment at bus stops that might reduce the negative experience of waiting for transit?

Methodologically, by relying on video/phone-based interviews with transit experts across the United States, we are interested in learning agency-side responses to effective investments at bus stops, including constraints that agencies face. We will also conduct a series of focus groups and/or interviews with bus riders, particularly those in low-income and under-served communities, to hear transit experiences and learn about the specific needs of riders. This work will be conducted in the Denver region in coordination with the Regional Transportation District. Based on this body of evidence, we will design and implement a national-wide survey, built on a choice-experiment framework, that will test tradeoffs between operational improvements (e.g., increasing frequency), various types of bus top investments (e.g., shelters, benches, ADA-compliant ramps, real time information, lighting, safety call buttons, cameras, among others), and other programmatic investments (e.g., fare-free transit). We will vary the weather attributes in the choice set to seek better insights from riders who experience daily and seasonal variations differently than automobile travelers. This approach will control respondents’ preference ordering as well as internal contradictory among preferences. By asking respondents to evaluate trade-offs, the results will better speak to preferences as well as facilitate a weighted economic benefit analysis where we can score preferences based on dollars spent. By trying to decipher how various investments impact the value of wait time, we will create a generalizable set of findings that can apply across various situations and contexts. ]]></description>
      <pubDate>Mon, 20 Nov 2023 16:41:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2292690</guid>
    </item>
    <item>
      <title>Is Transit-Oriented Development Affordable for Low- and Moderate-income Households
(in Terms of Housing and Transportation)?</title>
      <link>https://rip.trb.org/View/2292743</link>
      <description><![CDATA[The Transit-Oriented Development Institute defines transit-oriented development (TOD) as
“compact, walkable, pedestrian-oriented, mixed-use communities centered around highquality
train systems.” The Metropolitan Transportation Commission of the Bay Area defines
a transit-oriented community (TOC) as: “Transit-oriented communities (TOCs) enable
people to access and use transit more often for more types of trips by centering housing, jobs,
services, and shopping around public transit. They are places where people of all ages,
abilities, income levels, and racial and ethnic backgrounds can live, work, and thrive.”
Stantec combines the two: “Anchored by public transportation, transit-oriented development
(TOD) is a key component to supporting compact, walkable, healthier communities which
contribute to greater quality of life for residents. But what happens when development is
centered around people? We get transit-oriented communities (TOC).” We found only one
place on the internet where TOD and TOC were explicitly distinguished from one another,
and it isn’t very helpful: “TOD is a forest of towers beside a transit station,” says Matti
Siemiatycki, a professor with Toronto Metropolitan University's School of Cities. “TOC is
exceptional places that people want to spend time in.” Siemiatycki says the difference can be
boiled down to three ingredients: density, diversity, and design.” (In reality, very few of the
TODs look anything like ‘a forest of towers beside a transit station’. And if they do, they are
2
located in places that in general look like ‘forest of towers’ – New York City’s Hudson Yards
or Boston’s North Station.
So we are left to make the distinction ourselves. TODs by standard definition are dense,
mixed use, pedestrian-oriented developments and redevelopments centered around and in
close proximity to transit stations. They are the epidemy of the D variables, density, land use
diversity, pedestrian-oriented design, and short distance to transit. They constitute the core of
TOCs, which extend beyond walking distances of transit stations, are often less dense,
mixed, and pedestrian-friendly than the TODs at their cores, and thus generate fewer transit
trips.
Take Vineyard TOD and TOC in our home urbanized area of Salt Lake City, located in Utah
County. The development area right around the FrontRunner Station is designated a TOD.
This extends about one quarter mile from the station. The rest of the Vineyard Town Center
is further from the station and less dense and mixed in terms of its land uses. By some
definition, the whole thing might constitute a TOC. Whatever definition one uses, TOCs are
made up of TODs and other land uses such as single-family neighborhoods that benefit in
some sense from proximity to transit, perhaps accessed in a first mile, last mile (FMLM)
sense via walking, bikes, park-and-ride, e-scooters, and other forms of micromobility.
CETOC, as the name implies, is taking the broader view of transit-orientation as a


community scaled phenomenon. In the many subsequent years of CETOC funding and
research, CETOC projects may want to look at the impacts of transit stations on areas outside
the immediate station areas or TODs since these areas are often well-served by other modes,
including feeder buses. But at the heart of the whole discussion of TOCs, in regions other
than those with the legacy rail systems such as New York and Chicago (that, arguably, are
entire TOCs in their own right), are TODs. And from our research on TODs in 10 regions, at
the heart of TODs are development and redevelopment projects in very close proximity to
rail stations, much closer than a half or even a quarter mile of stations.
In our home region, all of the action now is adjacent to or within a block or two of rail
stations. East Village in Sandy, Fairbourne Station in West Valley City, the Novi TOD at
Jordan Valley Station, Fireclay in Murray City, and many others are examples of emerging
TODs immediately proximate to stations. Indeed, it seems as though every locality in this
region with a rail station is planning (under state law) for a TOD, town center, or downtown
immediately around the station. We see a similar tendency across the country – transit
agencies and cities create TOD policies, implement TOD zoning and zoning overlays,
develop TOD plans and have lists of TODs that have been already completed or are currently
being planned for on their sites. To stress the importance of diversity and affordability, TOD
is sometimes preceded by an E for Equitable (ETOD).
TOCs have been studied by ourselves and others using ½ mile buffers around stations. While
referred to as TODs, these station areas seem (by their scale) more equivalent to TOCs.
Park, K., Ewing, R., Scheer, B.C., & Khan, S.S.A. (2018). Travel Behavior in TODs vs.
non-TODs: Using Cluster Analysis and Propensity Score Matching. Transportation
Research Record: Journal of the Transportation Research Board.
3
Renne, J. L., Tolford, T., Hamidi, S., & Ewing, R. (2016). The Cost and Affordability
Paradox of Transit-Oriented Development: A Comparison of Housing and Transportation
Costs Across Transit-Oriented Development, Hybrid and Transit-Adjacent Development
Station Typologies. Housing Policy Debate, 26(4-5), 819-834.
In the former article, we found that after controlling for residential self-selection, the result
shows that a TOD/TOC motivates its residents to walk more and take transit more while
driving less. In the latter article, we found that whereas TODs/TOCs are more expensive
places to buy or rent housing, they are more affordable than hybrids and TADs (transit adjacent
developments) because the lower cost of transportation offsets housing costs. There
is no reason to repeat these studies as part of this proposed CETOC project.
So without taking a broader view of TOCs (1/4 mile or 1/2 mile buffers), which can wait
until the next round of CETOC funding, this project chooses to focus on what may be the
best case of TOD, that is, the case with the highest transit and walk mode shares. These are
TODs right next to rail stations that meet multiple criteria. Earlier research by the same
authors found that these exemplary TODs generate about half the vehicle trips, require about
half the parking, and have as many as 70 percent of their trips by modes other than
automobiles as compared to suburban development generally.
Ewing, R., Tian, G., Park, K., Stinger, P., & Proffitt, D. (2019). Comparative Case
Studies: Trip and Parking Generation at Orenco Station TOD, Portland Region and
Station Park TAD, Salt Lake City Region. Cities, 87, 48-59.
Ewing, R., Tian, G., Lyons, T., & Terzano, K. (2017). Trip and Parking Generation at
Transit-Oriented Developments: Five US Case Studies. Landscape and Urban
Planning, 160, 69-78.
Ewing, R., Tian, G., Lyons, T., & Terzano, K. (2017). Trip and Parking Generation at
Transit-Oriented Developments: Five US Case Studies. Landscape and Urban
Planning, 160, 69-78.
Hamidi, S., Etminani-Ghasrodashti, R., Kang, S., & Ewing, R. (2020). Institute of
Transportation Engineers Guidelines versus Actual Trip and Parking Generation for a
Transit-Oriented Development in an Auto-Oriented Region. Transportation Research
Record, 0361198120935112.
This proposed study explores the role of transit-oriented development (TOD) in producing
affordable housing and building inclusive communities. Through interviews with transit
operators, city planning agencies, and MPOs, we have already identified 102 TODs on 207
rail lines in 26 regions that meet eight criteria. Another 150+ TODs in these same regions
meet all criteria and are in planning or under development. In fact, more TODs are currently
in planning or under contraction than have been built to date. Clearly, this is not an
unimportant or insignificant form of development in rail served regions. These TODs form
the nuclei of TOCs, as we have defined them.
The first three criteria used to select TODs for this study are consistent with the definition
above and elsewhere, dating back to Peter Calthorpe’s original concept of TOD circa 1990
and including Robert Cervero’s definition of TOD in Transit Cooperative Research Program
4
(TCRP) Project H-27, "Transit-Oriented Development: State of the Practice and Future
Benefits" of 2004.
For this and earlier trip and parking generation studies, TODs are defined as:
(1) dense (with mid-rise or higher multifamily housing),
(2) mixed use (with residential, retail, entertainment, and sometime office uses in the
same development), and
(3) pedestrian-friendly (with streets built for pedestrians as well as autos and transit and
with public spaces).
We have added four additional criteria to maximize the utility of the sample and data. TODs
must be:
(4) adjacent to transit (literally abutting or within one block —transit passengers spill out
into the TOD),
(5) built after a high-quality transit line was constructed or proposed (and hence with a
parking supply that reflects the availability of high-quality transit),
(6) fully developed or nearly so (to realize their full potential), and
(7) with self-contained parking (so we can estimate parking supply and demand)
Nearly all of our TODs were also master planned.
Understanding the relationship between TOD and housing affordability requires accounting
for two dimensions of affordability: the potential cost savings of living in a transit-accessible,
mixed-use, and walkable location and the willingness of people to pay a housing premium
for that benefit. This tradeoff has led to a push to consider both the cost of housing and
transportation (H+T) in determining housing affordability.
In an ongoing study, the faculty in this consortium has compiled a complete (100%)
inventory of TODs adjacent to rail stations in the U.S. and investigated the H (housing cost)
component of location affordability. Using apartment rental data for all 102 TODs, the study
has found that market rate housing at TODs is generally affordable for moderate-income
households, those earning between 80 and 100 percent of area median income (AMI).
Indeed, only 20 percent of the apartments are affordable to low-income households (but only
those earning between 60 and 80 percent of AMI), using HUD standards. This number
includes naturally occurring affordable housing (NOAH) and designated, deed-restricted
affordable housing (DAH). The greater number of apartments in these TODs are priced and
advertised as “luxury” apartments with ample parking, occupied by renters who are not
naturally transit users.
Incorporating deed restricted affordable housing (or low-income housing) units into a TOD
project, or any project as a matter of fact, requires significant amount of effort during the
planning phase. In many instances it requires securing dedicated funding or many sources of
such funding which takes up to two years. In all instances it means planning for dedicated
low-income units. It is virtually impossible to incorporate dedicated affordable housing units
5
into finished projects. This and the fact that a great number of TODs are currently being
planned for and built best illustrate the need for projects like ours.
Building upon housing costs from the ongoing study, this project will integrate transportation
costs for these exemplary TODs (102 of them) to determine if the combination of H+T is
affordable at 45 percent of household income for households at different income levels.
Transportation cost for current TOD residents will be computed in three ways.
(1) For seven TODs in our earlier sample (the seven in the four peer reviewed articles
cited above), we have already counted vehicles coming and going from TODs,
counted people coming and going, counted parked cars at various intervals during the
day and night, and conducted intercept surveys to determine modes of transportation
used by residents. This allows us to calculate vehicle ownership and transit use for
residents, two main components of transportation costs. Vehicle ownership per
household can be computed from the nighttime parking counts divided by the number
of dwelling units. VMT will be computed from vehicle counts and four-step model
outputs for their respective traffic analysis zones.
(2) For all 102 TODs in our sample, we will directly extract transportation costs using
HUD’s Location Affordability Index (LAI). The LAI provides estimates of household
housing and transportation costs at the neighborhood level along with constituent data
on the built environment and demographics. The HUD site provides access to data as
well as comprehensive documentation of how the LAI was developed and updated.
(3) Most importantly, for all 102 TODs in our sample, our team is planning to leverage
StreetLight Data and their capabilities to deliver data and analyses about commuting
behavior and patterns near Transit Oriented Developments across the country. This
will minimize costs related to project travel and on-site work. StreetLight aggregates
multiple big data sources and distills them into usable analyses including Traffic
volumes, Origin / Destinations Studies, commuting patterns, Vehicle Miles traveled
along with the ability to connect certain analyses to demographic data. All this data is
key to completing this study.]]></description>
      <pubDate>Mon, 20 Nov 2023 16:27:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2292743</guid>
    </item>
    <item>
      <title>Refining C3 Context-Classification Criteria for Low-Income and Minority Populations</title>
      <link>https://rip.trb.org/View/2256336</link>
      <description><![CDATA[FDOT’s context classification system seeks to provide guidance for design of streets in different developmental contexts. While this prescriptive approach to street design can greatly aid in addressing the safety needs of pedestrians and bicyclists, it presumes that rates of walking and bicycling are more likely to occur in areas with more “urban” developmental patterns. While this is certainly true for more affluent populations, for whom non-motorized travel is a choice, it is often not the case for lower income populations, which report lower levels of automobile ownership and thus greater reliance on walking, bicycling, and transit to accomplish basic travel objectives. (restart of BED27 977-01)]]></description>
      <pubDate>Thu, 28 Sep 2023 08:20:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256336</guid>
    </item>
    <item>
      <title>Digitizing Bicycle and Pedestrian Treatments for Promoting Active Transportation Safety 





</title>
      <link>https://rip.trb.org/View/2195112</link>
      <description><![CDATA[Users of active transportation are facing an increasing disparity in traffic-related incidents. However, the implementation of data-driven safety and planning tools is hindered by the lack of high-quality inventories for bicycle and pedestrian facilities and treatments.

There are data management and organizational challenges to maintaining statewide inventories for active transportation treatments. High-quality, contiguous active transportation networks cross many jurisdictional boundaries. Data federated from local authorities are highly variable and often incomplete. Auditing and mapping pedestrian and bicycle treatments are crucial tasks within a geographic information systems framework. There are also emerging geographic data sources (e.g., crowdsourced and remotely sensed data), which can introduce new challenges and opportunities. 

Research is needed for developing a spatial framework for working across jurisdictional boundaries and data sources to digitize, maintain, and share active transportation-related assets while minimizing costs and risks associated with poorly governed data.

OBJECTIVE: The objective of this research is to develop a guide that will assist state departments of transportation (DOTs) and local agencies in digitizing bike and pedestrian treatments and provide examples of how organizations have used digitized data to better fulfill their safety goals. 

At a minimum the study shall (1) examine existing best practices; (2) explore the potential and benefits of using emerging geographic data sources; and (3) develop a standardized framework for data collection, maintenance, and sharing of the active transportation facilities and treatment inventory data.]]></description>
      <pubDate>Mon, 12 Jun 2023 19:56:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2195112</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Transit Practices. Topic SB-40. Low-Income Transit Discount Provision at Public Transit Agencies in the United States

</title>
      <link>https://rip.trb.org/View/2190463</link>
      <description><![CDATA[Over the past decade, public transit agencies across the United States and Canada have increasingly adopted low-income fare discount programs to improve transit affordability and accessibility. The COVID-19 pandemic accelerated this trend, prompting agencies to reevaluate services and expand affordable transit choices. These programs typically use a means-based eligibility approach and offer various benefits such as fare discounts, free rides, or discounted passes. While previous research documents the positive outcomes of low-income fare discount programs, including increased mobility for low-income riders, there is limited insight into how low-income fare programs are administered.

This synthesis documents the current state of the practice of low-income fare discount programs offered by North American transit agencies. The synthesis begins with a literature review of existing research on low-income discount programs. Then, findings from a survey examine the key program elements of 26 agencies and their partner organizations. Also presented are case examples of seven agencies with low-income fare discount programs. The synthesis concludes with identifying 10 key findings of the study and four areas for future research.

The study was led by Dr. Candace Brakewood of the University of Tennessee, Knoxville, with support from graduate student Matthew Davis. The study team conducted the literature review, collected and synthesized the data, and prepared the report. This synthesis serves as an immediately valuable resource for transit professionals, documenting current practices and laying a foundation for future research and innovation in transit fare policies.]]></description>
      <pubDate>Fri, 09 Jun 2023 19:15:54 GMT</pubDate>
      <guid>https://rip.trb.org/View/2190463</guid>
    </item>
    <item>
      <title>Access to Food in a Severe Prolonged Disruption: The Case of Grocery and Meal Shopping During the COVID-19 Pandemic</title>
      <link>https://rip.trb.org/View/2087516</link>
      <description><![CDATA[The COVID-19 pandemic has revealed the fault lines in society. Whether it be remote work, remote learning, online shopping, grocery and meal deliveries, or medical care, there are disparities and inequities among socio-economic and demographic groups that leave some segments of society more vulnerable and less adaptable. This project aims to identify vulnerable and less adaptable groups in the context of access to food. Using a comprehensive behavioral survey data set collected during the height of the pandemic in 2020, this project aims to provide insights on the groups that may have experienced food access vulnerability during the disruption when businesses and establishments were restricted, the risk of contagion was high, and accessing online platforms required technology-savviness and the ability to afford delivery charges. The project proposes and presents estimation results for a simultaneous equations model of six endogenous choice variables defined by a combination of two food types (groceries and meals) and three access modalities (in-person, online with in-person pickup, and online with delivery). The model estimation results show that attitudes and perceptions play a significant role in shaping pandemic-era access modalities. The model revealed that, even after controlling for a host of attitudinal indicators, minorities, low-income individuals, and individuals residing in rural low-density areas are particularly vulnerable to being left behind and experiencing challenges in accessing food during a severe and prolonged disruption. Social programs should aim to provide these vulnerable groups with tools and financial resources to leverage online activity engagement and access modalities.]]></description>
      <pubDate>Wed, 21 Dec 2022 12:17:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2087516</guid>
    </item>
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