Can compact rail transit corridors transform the ...sustainable travel in Los Angeles. Yes, compact...
Transcript of Can compact rail transit corridors transform the ...sustainable travel in Los Angeles. Yes, compact...
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Can compact rail transit corridors transform the automobile city? Challenges and opportunities for more sustainable travel in Los Angeles
Doug Houston, Associate ProfessorDepartment of Urban Planning and Public Policy
School of Social EcologyUniversity of California, Irvine
The Hollywood Freeway near downtown Los Angeles (1953) (Source: Caltrans Photo Gallery)
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Source: OCTA (I-5 between I-405 and SR-55)
Freeways and Urban Sprawl
• Freeways Offer Huge Mobility & Economic Benefits…– About 2% of road surface, but 33% of vehicle travel
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Source: OCTA (I-5 between I-405 and SR-55)
Freeways and Urban Sprawl
• Freeways Have High Costs– Ugly, polluting, disruptive
– Sprawling development results in long commutes and contributes to lower physical activity and obesity
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• Long-range vision for regional growth– Conformity with federal air quality standards
– How to reach state requirements to reduce greenhouse gas emissions (GHG) from transport
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• Long-range vision for regional growth– Conformity with federal air quality standards
– How to reach state requirements to reduce greenhouse gas emissions (GHG) from transport
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• Cleaner vehicle technology remains important but will only get us so far …
• We must integrate transportation and land use planning to achieve sustainability goals
[ADD IMAGE]
Source: Los Angeles Metro Flickr (Mission Street Gold Line Crossing)
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Direct Growth to High Quality Transit Areas (HQTAs)•Areas within ½ mile of transit stops and bus corridors•Account for 3% of region, but will accommodate– 46% of household growth – 55% of employment growth
Source: 2016-2040 Regional Transportation Plan/Sustainable Community Strategy, Southern California Association of Governments (SCAG)
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Potential Benefits of HQTAs• Expanded alternatives to driving
– Walking and biking– Integrated transit - bus, rail
En route to Ciclavia. Gold Line Station. (Source: Los Angeles Metro Flickr)
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Potential Benefits of HQTAs
• Vibrant neighborhoods– Increase access to jobs, schools, healthcare, etc.– More activities, improved safety
Leimert Park Village Plaza (W. 43rd Pl between Degnan Blvd and Leimert Blvd). Source: IMHP
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Potential Benefits of HQTAs
• Economic benefits– More affordable housing– Increased retail sales– Higher business profits– Enhanced commercial home
and real estate values
Affordable Housing, Mariachi Plaza Station, Boyle Heights. Source: Center for Transit-Oriented Development (2009). Source: Los Angeles Metro Flickr (Mariachi Plaza)
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Can compact rail transit corridors transform the automobile city? Challenges and opportunities for more sustainable travel in Los Angeles
Source: Los Angeles Metro Flickr (Gold Line)
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Denser areas with greater access and transit had:• Lower vehicle ownership and usage• More walking and transit trips
Source: Houston, D., Boarnet, M. G., Gavin, F., Spears, S. (2014). Can Compact Rail Transit Corridors Transform the Automobile City? Planning for More Sustainable Travel in Los Angeles. Urban Studies.
Compact transit corridors are a good idea
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Not all transit corridors are created equally
Households near the Red Line subway had about 11 fewer miles driven and higher transit ridership than those near the Gold Line light rail line
Source: Houston, D., Boarnet, M. G., Gavin, F., Spears, S. (2014). Can Compact Rail Transit Corridors Transform the Automobile City? Planning for More Sustainable Travel in Los Angeles. Urban Studies.
Gold Line trains passing through a transit oriented development (TOD) over the Del Mar Station.Source: Los Angeles Metro Flickr
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Source: Houston, D., Boarnet, M. G., Gavin, F., Spears, S. (2014). Can Compact Rail Transit Corridors Transform the Automobile City? Planning for More Sustainable Travel in Los Angeles. Urban Studies.
Transit oriented development (TOD) over the Red Line Hollywood/Western Station.
Not all transit corridors are created equally
Planners should consider the social and development context of corridors in efforts to improve transit access and maximize development
Source: Los Angeles Metro Flickr (Gold Line)
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More evaluation of investments is needed
The Expo Line Evaluation Study surveyed•“Longterm” residents before/after line•“New” residents after service began
Source: Spears, S., Boarnet, M. G., Houston, D. (2016). Driving reduction after the introduction of light rail transit: Evidence from an experimental-control group evaluation of the Los Angeles Expo Line. Urban Studies.
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“Longterm” residents near Expo reduced driving•Households near Expo drove about 10 fewer miles per day vs. control group•Shorter driving trips, no big jump in transit usage
Source: Spears, S., Boarnet, M. G., Houston, D. (2016). Driving reduction after the introduction of light rail transit: Evidence from an experimental-control group evaluation of the Los Angeles Expo Line. Urban Studies.
More evaluation of investments is needed
Source: Los Angeles Metro Flickr (Gold Line)
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“New” residents near Expo after opening•Tended to be younger, rent, and be higher income•Those near a station had higher transit rates, but drove 8-10 more miles/day vs. longer-term HHs
Source: Houston, D., Boarnet, M. G., Spears, S. (2014). Evaluating the Benefits of Light Rail Transit. Final Report to the California Air Resources Board.
More evaluation of investments is needed
La Cienega Expo Line Station. (Source: Los Angeles Metro Flickr)
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Attitudes and perceptions matter• Women had greater environmental concerns, but
were less likely than men to take transit due to safety concerns
Source: Hsu, H-P, Boarnet, M. G., Houston, D. (2016). Gender and Transit Use: The Influence of Environmental Beliefs and Safety Concerns.
More evaluation of investments is needed
(Source: Los Angeles Metro Flickr)
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Within walking distance (0.5 miles) vs. farther• Higher % of duplexes, multi-family housing• Higher % of commercial and industrial uses
Land use varies by distance from stations
Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
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Farther from stations (0.5-1.0 mile) vs. <0.5 miles• Higher % of single family housing• Lower % of commercial and industrial uses
Land use varies by distance from stations
Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
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Substantial variation by rail transit line • Higher % of single family housing near Gold Line
Phase 1 vs. earlier stations areas
Land use varies by distance from stations
Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
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Development of vacant parcels (2001-2012)• No conversion (remained undeveloped)
– Near (66%), farther (77%), county (73%)Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
Infill development varies by distance from stations
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Development of vacant parcels (2001-2012)• Conversion to single-family residential use
– Near (9%), farther (14%), county (20%)• Conversion to commercial or industrial use
– Near (20%), farther (9%), county (3%)Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
Infill development varies by distance from stations
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Development of vacant parcels (2001-2012)• Multivariate analysis confirms impacts of transit
investments are not confined to a half-mile radius Source: J.H. Kim (PI), D. Houston (Co-PI). “Beyond the half-mile walking distance buffer: The impact of transit investment on broader vicinity areas.”
Infill development varies by distance from stations
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Source: D. Houston (PI). “The Impact of Urban Form and Travel Mode on Spatial Activity-Travel Patterns” and Lo, Ashley (Wan-Tzu) “Compact Development and Gender Inequality: Do More Accessible and Walkable Built Environments Promote Gender Equality in Travel and Activity Space Behaviors?” (Dissertation)
Can compact corridors promote gender equality?
Gender differences in travel•Husbands– fewer trips, travel greater distances•Wives– more trips, walk more, and travel less distance
(Source: Los Angeles Metro Flickr)
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Source: D. Houston (PI). “The Impact of Urban Form and Travel Mode on Spatial Activity-Travel Patterns” and Lo, Ashley (Wan-Tzu) “Compact Development and Gender Inequality: Do More Accessible and Walkable Built Environments Promote Gender Equality in Travel and Activity Space Behaviors?” (Dissertation)
Can compact corridors promote gender equality?
Compact, livable corridors could …•Alleviate spatial and time constraints•Enhance mobility and access to opportunities•Help married couples balance daily tasks and travel
(Source: Los Angeles Metro Flickr)
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Source: D. Houston (PI). “The Impact of Urban Form and Travel Mode on Spatial Activity-Travel Patterns” and Lo, Ashley (Wan-Tzu) “Compact Development and Gender Inequality: Do More Accessible and Walkable Built Environments Promote Gender Equality in Travel and Activity Space Behaviors?” (Dissertation)
Can compact corridors promote gender equality?
Couples in more accessible and walkable areas…•Had greater equality in trip frequencies and travel distance after accounting for other factors
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Source: D. Houston (PI). “The Impact of Urban Form and Travel Mode on Spatial Activity-Travel Patterns” and Lo, Ashley (Wan-Tzu) “Compact Development and Gender Inequality: Do More Accessible and Walkable Built Environments Promote Gender Equality in Travel and Activity Space Behaviors?” (Dissertation)
Can compact corridors promote gender equality?
Daily activity spaces of a 44 year old Hispanic female
Couples in more accessible and walkable areas…•Had smaller overall activity spaces for both •Had greater equality in activity spaces compared to couples in less accessible and less walkable areas
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Source: D. Houston (PI). “The Impact of Urban Form and Travel Mode on Spatial Activity-Travel Patterns” and Lo, Ashley (Wan-Tzu) “Compact Development and Gender Inequality: Do More Accessible and Walkable Built Environments Promote Gender Equality in Travel and Activity Space Behaviors?” (Dissertation)
Can compact corridors promote gender equality?
Couples in more accessible and walkable areas…•Had smaller overall activity spaces for both •Had greater equality in activity spaces compared to couples in less accessible and less walkable areas
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Protecting communities from displacement is key
• New transit often leads to new (upscale) housing • Rents in the surrounding areas tend to rise• Existing residents can get priced out
Source: “Neighborhood Watching,” UCLA Magazine, April 1, 2017. Based on research from the UCLA-UCB Urban Displacement Project
Residents near rail transit facing displacement
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Challenges and opportunities for more sustainable travel in Los Angeles
Yes, compact rail transit corridors should help transform the automobile city, but…
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Challenges and opportunities for more sustainable travel in Los Angeles
Yes, compact rail transit corridors should help transform the automobile city, but… •There are multiple approaches for successful near-rail development
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Challenges and opportunities for more sustainable travel in Los Angeles
Yes, compact rail transit corridors should help transform the automobile city, but… •There are multiple approaches for successful near-rail development
•Land use and socio-demographic context matters
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Challenges and opportunities for more sustainable travel in Los Angeles
Yes, compact rail transit corridors should help transform the automobile city, but… •There are multiple approaches for successful near-rail development
•Land use and socio-demographic context matters
•Transforming TOD areas should build from “what works” in a community, and avoid displacement
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Challenges and opportunities for more sustainable travel in Los Angeles
Yes, compact rail transit corridors should help transform the automobile city, but… •There are multiple approaches for successful near-rail development
•Land use and socio-demographic context matters
•Transforming TOD areas should build from “what works” in a community, and avoid displacement
•We need to claim opportunities to enhance accessibility and equality
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Acknowledgements
This projects highlighted were supported by: • California Air Resources Board• California Department of Transportation• Haynes Foundation• Lincoln Institute of Land Policy• Robert Wood Johnson Foundation (accelerometers)• San Jose State Mineta Transportation Institute• Southern California Association of Governments• UC Center on Economic Competitiveness in Transportation (UCCONNECT)
• UC Transportation Center• UC Multi-Campus Research Program on Sustainable Transportation• USC Lusk Center for Real Estate
Thanks to my research collaborators:• Marlon Boarnet, Ashley (Wan-Tzu) Lo, Jae Hong Kim, Steve Spears