Michael Smart

Hate to Wait: Effects of Wait Time on Public Transit Travelers’ Perceptions

A large and growing body of research suggests that transit users hate to wait. Given broad policy goals to increase public transit use in U.S. cities, this research sheds light on cost-effective ways to increase transit use by decreasing the perceived burdens of waiting at stops and stations. The goal of this study was to determine (a) the relative importance of stop and station amenities and attributes and (b) how the importance of these amenities and attributes varies with wait time. For this goal to be accomplished and for the duration of wait time when amenities become important to be determined a transit user survey that asked more than 2,000 travelers to rate both the importance of amenities at their stops or stations and their wait times was analyzed. Regardless of wait time, safety and on-time performance were paramount to riders; these also ranked highest relative to all other station and stop amenities examined. Lighting, cleanliness, information, shelter, and the presence of guards were less important to travelers when waits were short, but were more important with longer wait times. Thus, improving service frequency and reliability reduces the need for amenities at stations. This end suggests that when transit managers have a choice and when riders feel safe and secure managers should favor service improvements over station and stop amenities. Finally, some amenities become more important with long wait times, such as restrooms and food and drink facilities. Although provision of basic needs amenities is intuitive, restrooms and food and drink sales are most likely present at high-passenger-volume, high-service-frequency stops and stations, where they are valued least by travelers.

Brother can you Spare a Ride? Carpooling in Immigrant Neighbourhoods

Immigrants are more likely to travel by carpool than the US-born. Strong ethnic ties within immigrant communities may contribute to immigrants’ propensity to carpool, enabling residents to find carpool partners more easily and increasing the likelihood that residents will travel to and from common destinations. Drawing on data from the 2000 US census and a 2001 regional travel survey, this paper examines whether residents of ethnic neighbourhoods in Southern California are more likely to carpool than other residents. A strong positive relationship is found between the percentage foreign-born in a census tract and carpooling rates. Analysis of individual data shows that this relationship is strongest for immigrants who live in immigrant neighbourhoods; immigrants living in non-immigrant neighbourhoods are less likely to carpool. These findings suggest an important role for social networks in travel behaviour and the potential benefits of linking land use to the specific needs of local residents.

Neighborhoods of affinity

Problem, research strategy, and findings: Planners have traditionally focused on how the physical characteristics of neighborhoods influence peoples activity and travel -patterns, overlooking an equally important factor: the social nature of neighborhoods. We focus on one kind of neighborhood characterized by strong social ties: gay and lesbian -neighborhoods of affinity. Gay men living in a neighborhood of affinity—those with a high percentage of coupled gays and lesbians—take shorter work and non-work trips. The mix of local activity sites and social connections results in some gay men conducting a substantial share of their lives within these neighborhoods and nearby. These results are independent of the design or density of the neighborhood. We do not, however, find similar results for lesbians, perhaps because they have less residential mobility. Takeaway for practice: Gay and lesbian neighborhoods of affinity represent the kinds of supportive communities where local travel is possible for many activities, behavior that planners seek with so many public policies. Planners must explore how the social and physical environments of neighborhoods interact with one another when they focus on the impacts of physical design and infrastructure on community outcomes. Research support: None.

Mapping gay and lesbian neighborhoods using home advertisements: Change and continuity in the Dallas-Fort Worth Metropolitan Statistical Area over three decades

Determining the spatial distribution of gay and lesbian households is relevant to understanding gay and lesbian identity and empowerment, and it has been a goal for geographers over the past half century. Our paper answers to calls for investigations of gay and lesbian geography beyond traditional enclaves. We use 9210 street addresses of advertised rental and for-sale properties posted between 1986 and 2012 in the gay and lesbian-oriented Dallas Voice to map historical changes in the spatial distribution of the Dallas-Fort Worth Metropolitan Statistical Area’s gay and lesbian population. We show how gay and lesbian markets contrast with those of all Dallas-Fort Worth Metropolitan Statistical Area renters and homeowners, and consider our data in light of Dallas Voice coverage of how the location of the gay and lesbian population has shifted. Among other things, we find that advertisements have come to feature properties further from gay bars, and in census tracts of higher income, education levels, and rents, but that these advertisements also have consistently featured properties in census tracts with older construction and a higher proportion of same-sex coupled households. Our findings provide evidence of dispersion from old enclaves and reclustering in new areas, suggesting both lesser attachment to traditional enclaves, and the continuing importance of proximity to each other for gay and lesbian households.

There goes the gaybourhood? Dispersion and clustering in a gay and lesbian real estate market in Dallas TX, 1986–2012

Gay and lesbian neighbourhoods play a pivotal role as places of safety, empowerment and visibility for gay and lesbian individuals. Using over 9000 real estate listings from the gay- and lesbian-oriented Dallas Voice newspaper, our paper uses spatial statistical methods to explore the location of gay and lesbian neighbourhoods in the Dallas-Fort Worth Metropolitan Statistical Area (MSA). With data spanning the years 1986 to 2012, we examine how gay and lesbian real estate hot spots have changed over time. Advertisers consistently listed rental properties in the primary gay neighbourhood of Oak Lawn in central Dallas. However, for-sale property listings tell another story; hot spots expanded considerably from the traditional gay neighbourhoods of Oak Lawn and Oak Cliff to include a number of adjacent neighbourhoods through the mid-2000s, then contracted during the late 2000s. We conclude that while adjacent neighbourhoods have become hot spots in recent years, the gay- and lesbian-oriented real estate market continues to focus on traditional gay and lesbian enclaves in central Dallas.

The Driving Downturn: A Preliminary Assessment

Problem, research strategy, and findings: We examine why American driving fell between 2004 and 2013, weighing two explanations: that Americans voluntarily moved away from driving (“peak car”), and that economic hardship reduced driving. We analyze aggregate data on travel, incomes, debt, public opinion, and Internet access. These data lack the precision of microdata, but unlike microdata are available annually for years before, during, and after driving’s decline. We find substantial evidence for the economic explanation. During the downturn the cost of driving rose while median incomes fell. The economy grew overall, but did so unequally. Mass driving requires a mass middle class, but economic gains accrued largely to the most affluent. We find less evidence for “peak car.” If Americans voluntarily drove less, they would likely use other modes more. However, despite heavy investment in bicycle infrastructure and public transportation in the 2000s, demand for these modes remained flat while 
driving fell. Takeaway for practice: If Americans were voluntarily abandoning automobiles for other modes, planners could reduce investments in automobile infrastructure and increase investments in alternative mobility. Driving’s decline, however, was not accompanied by a transit surge or substantial shift to other modes. The lesson of the driving downturn is that people drive less when driving’s price rises. Planners obviously do not want incomes 
to fall, but they should consider policies that increase driving’s price. Planners might also rethink the current direction 
of U.S. transit policy; transit use did not rise even when driving fell at an unprecedented pace.

Remembrance of Cars and Buses Past: How Prior Life Experiences Influence Travel:

Does living in a neighborhood with high-quality public transit influence travel behavior later in life, even if you move to a neighborhood with worse transit service? To test this, we construct residential histories of individuals using decades of data from the Panel Study of Income Dynamics. We find that past experiences shape transportation futures. Exposure to transit during young adulthood in particular is associated with an auto-light lifestyle and greater transit usage later in life. This research suggests a long-term benefit for encouraging transit at younger ages to foster a “transit habit.”

Complicating the Story of Location Affordability

Abstract In recent years, researchers and advocates have turned their attention to the trade-offs between housing affordability and transportation expenses. They argue that were families to move to more compact, transit-accessible, and walkable neighborhoods, they would reduce their driving and, possibly, forego the need for one or more cars, thus saving them money. We use the Panel Study of Income Dynamics to test this assumption with descriptive statistics and panel regression models, and we find little evidence to support it. We conclude that the location affordability literature may significantly overstate the promise of cost savings in transit-rich neighborhoods.

Tired of Commuting? Relationships among Journeys to School, Sleep, and Exercise among American Teenagers

Public education policies that aim to improve educational outcomes can have the effect of increasing the distance that many students must travel to attend school. In this article, we use American Time Use Survey data to examine whether longer school commutes influence time spent on important health-promoting activities. We find school commute time to be strongly inversely related to time spent sleeping, and negatively related to time spent exercising for those with long commutes. Thus, increasing journey to school distances may have troubling public health implications for teens.

Bikesharing Trip Patterns in New York City: Associations with Land Use, Subways, and Bicycle Lanes

Abstract As bikesharing systems have proliferated, few studies have examined the trips made on these systems. In this paper, we examine trips between origin-destination pairs during three months in 2015 on New York City’s Citi Bike system. Findings suggest considerable variation across user types, across months, and across times of day. Principal findings indicate that bikesharing is used for transit access and egress during rush hours, and that stations located along the same high-quality bicycle route see far more trips than do other station pairs. Casual users complement subscribers’ usage by using bicycles more frequently during midday and the evening, and between areas characterized by nearby recreational land uses. Loop trips to and from the same station also occur and are likely recreational trips. The data analyzed is essentially a form of “big data.” That is, large data sets that are ubiquitously collected. The analysis suggests that in this case, “big data” that lacks the socio-economic data commonly collected and used in travel analysis can provide useful insights to planners.