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Geodesign is a technology-supported planning approach that combines community collaboration and engagement with geospatial analysis to make land use decisions quickly. In this study we tested the role of Geodesign in improving the quality of local plans through community participation and collaborative decision making supported by geospatial analysis. Our research evaluates Geodesign as a tool and process in establishing community engagement in planning decisions by applying and analyzing Geodesign in two Navajo Nation communities in Arizona to use scientific and community knowledge to make consensus-based decisions for land use planning. There are three critical components to this analysis. First, we evaluate the use of Geodesign as a plan-making tool. Second, we examine how Geodesign can be inclusionary for planning using Arnstein’s ladder of citizen participation with marginalized American Indian communities. Finally, we look at the planner’s role and required planning expertise in developing successful Geodesign plans. We conclude that Geodesign can empower historically marginalized Indigenous communities to make community-based land use plans that leverage local knowledge/values and geospatial analysis. Planners can use Geodesign approaches to collaborate and guide marginalized communities to engage in the planning process and incorporate diverse perspectives and cultural values in decision making. A planner should judiciously apply their expertise in their role as a planning facilitator, trainer, and knowledge resource. Using geospatial data and community engagement, Geodesign produces community-based land use plans.
Jonathan Davis; K. David Pijawka; Elizabeth Wentz; Michelle Hale; David A. King. Evaluating Geodesign for Community-Based Tribal Planning. Journal of the American Planning Association 2021, 1 -15.
AMA StyleJonathan Davis, K. David Pijawka, Elizabeth Wentz, Michelle Hale, David A. King. Evaluating Geodesign for Community-Based Tribal Planning. Journal of the American Planning Association. 2021; ():1-15.
Chicago/Turabian StyleJonathan Davis; K. David Pijawka; Elizabeth Wentz; Michelle Hale; David A. King. 2021. "Evaluating Geodesign for Community-Based Tribal Planning." Journal of the American Planning Association , no. : 1-15.
This article describes a typology for formal governance structures of public transit in the United States to support inquiry into how organizational structures influence policy making processes, organizational capacity and policy outcomes. Scholarship of public transit has largely explored outcome-based research while paying less attention to how decisions are made. Despite some transport scholarship that shows how institutional characteristics influence financing, power arrangements and public discourse, there has been little recent analysis of governance within public transit systems beyond the regional role of Metropolitan Planning Organizations (MPOs). Using data from multiple sources, we assembled a database of governance structure of transit systems in the largest 40 cities in the United States. We show that the structure of transit decision making has substantial variance across and within cities, and is far from limited to MPOs. The variety of governance models and growth of local and sub-local models suggest that local context is critical for better understanding transit priorities and decision-making processes.
Lauren Ames Fischer; Rosalie Singerman Ray; David A. King. Who Decides? Toward a Typology of Transit Governance. Urban Science 2020, 5, 6 .
AMA StyleLauren Ames Fischer, Rosalie Singerman Ray, David A. King. Who Decides? Toward a Typology of Transit Governance. Urban Science. 2020; 5 (1):6.
Chicago/Turabian StyleLauren Ames Fischer; Rosalie Singerman Ray; David A. King. 2020. "Who Decides? Toward a Typology of Transit Governance." Urban Science 5, no. 1: 6.
To reduce the spread of COVID-19, governments across the world enacted various levels of “shelter-in-place” policies, leading to a notable reduction in urban mobility. To understand the relationship between policy implementation and mobility effects, we use Apple COVID-19 Mobility Trends Reports to assess how urban travel, by mode, changed in response to public policy. The data were used to statistically evaluate and visualize the changes in urban mobility patterns across four regions: Sydney, London, Phoenix, and Pune, which reflect the global nature of the pandemic and the local nature of policy responses. The results provide insights into how policies can receive a starkly varied response from communities across global regions.
Sarbeswar Praharaj; David King; Christopher Pettit; Elizabeth Wentz. Using Aggregated Mobility Data to Measure the Effect of COVID-19 Policies on Mobility Changes in Sydney, London, Phoenix, and Pune. Findings 2020, 17590 .
AMA StyleSarbeswar Praharaj, David King, Christopher Pettit, Elizabeth Wentz. Using Aggregated Mobility Data to Measure the Effect of COVID-19 Policies on Mobility Changes in Sydney, London, Phoenix, and Pune. Findings. 2020; ():17590.
Chicago/Turabian StyleSarbeswar Praharaj; David King; Christopher Pettit; Elizabeth Wentz. 2020. "Using Aggregated Mobility Data to Measure the Effect of COVID-19 Policies on Mobility Changes in Sydney, London, Phoenix, and Pune." Findings , no. : 17590.
A longstanding mantra is that city governments lack capacities for agile, nimble change; such lack of capacity is starkly realized in how streets are governed. Exhaustive layers of codes, regulations and guidelines support a single objective: moving automobiles. The networks of streets themselves, together with the legislative and institutional networks that guide their character, are in dire need of being modernized. This viewpoint recounts a current perspective of city street governance, formulated by antiquated legislation and procedures; it points to an automobile-dominated regime that restricts innovation. We propose and describe three principles to support innovation and accelerate transformation in how streets are managed: (1) a focus on accessibility, (2) the power of local government, and (3) reflexive learning that draws on strategic experiments with city streets.
Meredith Glaser; Kevin J. Krizek; David A. King. VIEWPOINT: Accelerating reform to govern streets in support of human-scaled accessibility. Transportation Research Interdisciplinary Perspectives 2020, 7, 100199 .
AMA StyleMeredith Glaser, Kevin J. Krizek, David A. King. VIEWPOINT: Accelerating reform to govern streets in support of human-scaled accessibility. Transportation Research Interdisciplinary Perspectives. 2020; 7 ():100199.
Chicago/Turabian StyleMeredith Glaser; Kevin J. Krizek; David A. King. 2020. "VIEWPOINT: Accelerating reform to govern streets in support of human-scaled accessibility." Transportation Research Interdisciplinary Perspectives 7, no. : 100199.
David A. King; Kevin J. Krizek. Visioning transport futures through windows of opportunity: changing streets and human-scaled networks. Town Planning Review 2020, ahead-of-p, 1 -7.
AMA StyleDavid A. King, Kevin J. Krizek. Visioning transport futures through windows of opportunity: changing streets and human-scaled networks. Town Planning Review. 2020; ahead-of-p ():1-7.
Chicago/Turabian StyleDavid A. King; Kevin J. Krizek. 2020. "Visioning transport futures through windows of opportunity: changing streets and human-scaled networks." Town Planning Review ahead-of-p, no. : 1-7.
To understand the transportation sector’s role on influencing and mitigating heat in cities, this research quantifies added heat from pavement infrastructure and vehicle travel in the hot and automobile dependent metropolitan Phoenix, Arizona. Construction of a one-dimensional heat transfer model for local weather conditions and pavement design is combined with vehicle travel densities to simulate spatiotemporal sensible heat flux magnitudes. In metro Phoenix, sensible heat from pavements and vehicles is comprised of 67% from roadways, 29% from parking, and 3.9% vehicles. Concrete and asphalt pavement emit 15% and 37% more sensible heat compared to the bare ground, respectively. Added sensible heat from pavement peaks during summer afternoons when heat emissions relative to the ground are 26% and 46% greater for concrete and asphalt. Results indicate pavement infrastructure contributes significantly to Phoenix’s urban heat balance, and areas surrounding busy vehicle corridors may be undesirable for outdoor activities during summer rush hours.
Christopher G. Hoehne; Mikhail V. Chester; David J. Sailor; David A. King. Urban Heat Implications from Parking, Roads, and Cars: a Case Study of Metro Phoenix. Sustainable and Resilient Infrastructure 2020, 1 -19.
AMA StyleChristopher G. Hoehne, Mikhail V. Chester, David J. Sailor, David A. King. Urban Heat Implications from Parking, Roads, and Cars: a Case Study of Metro Phoenix. Sustainable and Resilient Infrastructure. 2020; ():1-19.
Chicago/Turabian StyleChristopher G. Hoehne; Mikhail V. Chester; David J. Sailor; David A. King. 2020. "Urban Heat Implications from Parking, Roads, and Cars: a Case Study of Metro Phoenix." Sustainable and Resilient Infrastructure , no. : 1-19.
This research examines how for-hire vehicles (Uber, Lyft and taxicabs) are combined with other transport modes, both in daily travel tours and as parts of individual trips. Using data from the National Household Travel Survey, we find that about 75 percent of for-hire tours include another travel mode, and 27 percent of for-hire tours include transit. The California add-on sample allows us to look specifically at for-hire use for first mile/last mile access to transit. There, we find that about 11 percent of all for-hire tours in California include first mile/last mile transit access. However, these represent less than three percent of all tours that feature transit, and the sample size is very small. Lastly, we examine the distribution of non-auto and for-hire use within tours by time of day, and show that for-hire use exceeds other non-auto use in evenings, when transit service is typically reduced. These findings suggest that for-hire vehicles can act as complements to other modes both for individual trips, such as first mile access, and at the tour level, where for-hire vehicles may be used for some trips in conjunction with other modes within a travel day.
David A. King; Matthew Wigginton Conway; Deborah Salon. Do For-Hire Vehicles Provide First Mile/Last Mile Access to Transit? Findings 2020, 12872 .
AMA StyleDavid A. King, Matthew Wigginton Conway, Deborah Salon. Do For-Hire Vehicles Provide First Mile/Last Mile Access to Transit? Findings. 2020; ():12872.
Chicago/Turabian StyleDavid A. King; Matthew Wigginton Conway; Deborah Salon. 2020. "Do For-Hire Vehicles Provide First Mile/Last Mile Access to Transit?" Findings , no. : 12872.
This commentary argues for strategies to rapidly increase access by small, human-scaled modes in cities through changes to street designs. Such rapid transformations are necessary as part of responses to critical environmental, economic and public health challenges cities face. We explain that even though coordinated transport and land use planning is desirable, the built environment is mature and slow to change, while streets can and have changed in character and use frequently. This suggests that access to employment, amenities and services should be dramatically increased through reoriented street space toward human-scaled transport modes which will improve safety, reduce pollution, and save households and governments money. We then articulate the prospects of a new generation of accessibility research based on network evolution.
David A. King; Kevin J. Krizek. The power of reforming streets to boost access for human-scaled vehicles. Transportation Research Part D: Transport and Environment 2020, 83, 102336 .
AMA StyleDavid A. King, Kevin J. Krizek. The power of reforming streets to boost access for human-scaled vehicles. Transportation Research Part D: Transport and Environment. 2020; 83 ():102336.
Chicago/Turabian StyleDavid A. King; Kevin J. Krizek. 2020. "The power of reforming streets to boost access for human-scaled vehicles." Transportation Research Part D: Transport and Environment 83, no. : 102336.
David A. King. Shoup: Parking and the City. Journal of the American Planning Association 2020, 86, 275 -276.
AMA StyleDavid A. King. Shoup: Parking and the City. Journal of the American Planning Association. 2020; 86 (2):275-276.
Chicago/Turabian StyleDavid A. King. 2020. "Shoup: Parking and the City." Journal of the American Planning Association 86, no. 2: 275-276.
A common complaint against changing parking requirements is that parking is critical for businesses to survive. Such statements are generally taken as a statement of fact by planners and local officials, yet there is little empirical work in support of this claim. This research examines how online business reviews reflect customer sentiment toward parking, and how this sentiment is associated with the supply of parking. The Phoenix, Arizona region is used for this analysis. The parking supply at the parcel level is combined with data from user-generated Yelp business reviews to assess satisfaction or frustration with parking at different types of businesses in commercial districts across the region. Results suggest that parking is mentioned in about 5% of overall reviews, and when mentioned in reviews it is most often as a negative characteristic of the establishment. Reviews that mention parking also give significantly lower ratings to businesses. The analysis shows that parking sentiment may be associated in some cases with parking supply, e.g. districts with more parking spaces per business tend to have more positive parking sentiment. Additionally, in areas with shared parking facilities, parking was generally viewed more positively or mentioned less frequently. These findings suggest that parking supply is part of a customer's overall perception of a business, though not a major component, and that shared parking facilities are not associated with negative reviews. Implications for policy are that shared parking can be part of an overall package of parking reforms that satisfy businesses and customers alike.
Andrew Mondschein; David A. King; Christopher Hoehne; Zhiqiu Jiang; Mikhail Chester. Using social media to evaluate associations between parking supply and parking sentiment. Transportation Research Interdisciplinary Perspectives 2020, 4, 100085 .
AMA StyleAndrew Mondschein, David A. King, Christopher Hoehne, Zhiqiu Jiang, Mikhail Chester. Using social media to evaluate associations between parking supply and parking sentiment. Transportation Research Interdisciplinary Perspectives. 2020; 4 ():100085.
Chicago/Turabian StyleAndrew Mondschein; David A. King; Christopher Hoehne; Zhiqiu Jiang; Mikhail Chester. 2020. "Using social media to evaluate associations between parking supply and parking sentiment." Transportation Research Interdisciplinary Perspectives 4, no. : 100085.
Cities can enhance their sustainability planning by prioritizing accessibility as a performance metric for transportation planning. In this context, accessibility measures the ease of reaching opportunities and captures more characteristics of sustainable cities than the more conventionally used mobility metrics, focusing on the overall ability to move and generally recommending faster speeds to overcome distance. However, how cities can prioritize accessibility in planning is understudied. This research presents a case of Tempe, Arizona, putting accessibility into practice through a 20-min lens. Using a 20-min threshold for all modes, the city aims to promote travel for daily activities that is less reliant on private autos. The analysis presented here documents the challenges that planners face when planning for accessibility. The challenges range from technical points to decisions that need to be made about the quality of the built environment. The analysis also shows that Tempe, which is a classically suburban city of wide roads and single-family homes that was built around the automobile, is highly accessible by a 20-min metric by bicycling, walking and transit. These results suggest that planners focus on street network improvements that prioritize accessibility as part of a sustainability strategy.
Denise Capasso Da Silva; David A. King; Shea Lemar. Accessibility in Practice: 20-Minute City as a Sustainability Planning Goal. Sustainability 2019, 12, 129 .
AMA StyleDenise Capasso Da Silva, David A. King, Shea Lemar. Accessibility in Practice: 20-Minute City as a Sustainability Planning Goal. Sustainability. 2019; 12 (1):129.
Chicago/Turabian StyleDenise Capasso Da Silva; David A. King; Shea Lemar. 2019. "Accessibility in Practice: 20-Minute City as a Sustainability Planning Goal." Sustainability 12, no. 1: 129.
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David A. King; Michael J. Smart; Michael Manville. The Poverty of the Carless: Toward Universal Auto Access. Journal of Planning Education and Research 2019, 1 .
AMA StyleDavid A. King, Michael J. Smart, Michael Manville. The Poverty of the Carless: Toward Universal Auto Access. Journal of Planning Education and Research. 2019; ():1.
Chicago/Turabian StyleDavid A. King; Michael J. Smart; Michael Manville. 2019. "The Poverty of the Carless: Toward Universal Auto Access." Journal of Planning Education and Research , no. : 1.
This research examines changes in taxi trip origins and destinations after new multifamily residential buildings opened in New York City. We argue that taxi trips are a reasonable proxy for other for-hire vehicles trips, which are expected to grow in coming years. The analysis contributes to a more nuanced understanding of transportation effects of infill development. Infill developments are typically required to mitigate potential vehicular traffic increases, which are often ill suited to redevelopment of denser, more transit adjacent sites. This research uses geolocated trip data from New York City taxicabs combined with US Census, real estate pricing and tax lot data to develop a baseline understanding of the relationship between trip generation and infill residential development. The objective of this work is twofold. First, establish a measure of taxi activities based on neighborhood and building characteristics to help adapt transportation impact assessments for multimodal travel. Second, through observational data we discuss unique aspects of passenger pick-ups and drop offs as they relate to curb space and street use. Our results show that taxi trip making is positively associated with new residential construction, rental costs and places with high levels of transit usage, and adds demand to congested curb space. Curb space should be considered “wetlands” of urban systems, a poorly understood, yet key, component that connects the flows of traffic and activities in the built environment.
David A. King; Juan Francisco Saldarriaga. Measuring changes in taxi trips near infill development and issues for curbside management of for-hire vehicles. Research in Transportation Business & Management 2018, 29, 93 -100.
AMA StyleDavid A. King, Juan Francisco Saldarriaga. Measuring changes in taxi trips near infill development and issues for curbside management of for-hire vehicles. Research in Transportation Business & Management. 2018; 29 ():93-100.
Chicago/Turabian StyleDavid A. King; Juan Francisco Saldarriaga. 2018. "Measuring changes in taxi trips near infill development and issues for curbside management of for-hire vehicles." Research in Transportation Business & Management 29, no. : 93-100.
The advent of ridehailing services such as Uber and Lyft has expanded for-hire vehicle travel. We use data from the 2017 National Household Travel Survey (NHTS) to investigate the extent of this expansion in the United States. We report changes in the for-hire vehicle market since ridehailing services became available and statistically estimate the determinants of ridehailing use. From 2009–2017, the for-hire vehicle market share doubled. While for-hire vehicles still only account for 0.5% of all trips, the percent of all Americans who use ridehailing in any given month is nearly 10%. Within the for-hire vehicle market, this trend of growth has not been uniformly distributed across demographic groups or geographies; it has been greater in mid-sized and large cities, and among younger individuals and wealthier households. This suggests that understanding the equity implications of ridehailing is an important avenue for research. Multivariate analysis provides evidence that both transit and nonmotorized transport use are correlated with ridehailing use, that ridehailing has a negative relationship with vehicle ownership, and that residents of denser areas have higher ridehailing use. Given the rapid growth of ridehailing, it has become important for cities to include for-hire vehicles in their planning going forward. These NHTS data provide a starting point, but more detailed and frequent data collection is needed to fully understand this many-faceted, rapidly-changing market.
Matthew Wigginton Conway; Deborah Salon; David A. King. Trends in Taxi Use and the Advent of Ridehailing, 1995–2017: Evidence from the US National Household Travel Survey. Urban Science 2018, 2, 79 .
AMA StyleMatthew Wigginton Conway, Deborah Salon, David A. King. Trends in Taxi Use and the Advent of Ridehailing, 1995–2017: Evidence from the US National Household Travel Survey. Urban Science. 2018; 2 (3):79.
Chicago/Turabian StyleMatthew Wigginton Conway; Deborah Salon; David A. King. 2018. "Trends in Taxi Use and the Advent of Ridehailing, 1995–2017: Evidence from the US National Household Travel Survey." Urban Science 2, no. 3: 79.
In recent decades, U.S. cities have invested in rail transit for reasons beyond supplying alternatives to driving. Increasingly, rail investments are specifically promoted to reshape the built environment for property-led economic development. In these cases, new investment in rail transit is claimed to facilitate particular types of land use changes, mostly in the form of dense multi-family residential and mixed-use developments. Although rail’s effects on land use are widely claimed, scholarly evaluations offer mixed results. This paper examines two potential reasons for these mixed results. First, as most empirical examinations tend to be conducted shortly after new transit investment opens analysis is often criticized on the basis that short time frames may not allow land use changes to materialize. The second is that rail investment often includes changes to local zoning and land use regulations, creating opportunities for types of development that were previously outlawed. This paper evaluates these two critiques through an analysis of long-term land use effects associated with new rail transit service in San Diego, California. The results suggest that even after three decades of development cycles, rail transit has not led to consistent regulatory patterns of increased density or new mixed-use development.
David A. King; Lauren Ames Fischer. Long Term Land Use Effects of New Rail Investment: Lessons from San Diego. Urban Science 2018, 2, 6 .
AMA StyleDavid A. King, Lauren Ames Fischer. Long Term Land Use Effects of New Rail Investment: Lessons from San Diego. Urban Science. 2018; 2 (1):6.
Chicago/Turabian StyleDavid A. King; Lauren Ames Fischer. 2018. "Long Term Land Use Effects of New Rail Investment: Lessons from San Diego." Urban Science 2, no. 1: 6.
Taxicabs are ubiquitous in cities throughout the world, and the industry is going through regulatory change with the growth of app-based services. In the United States, where taxicabs are typically regulated locally, licenses determine where taxis can pick up passengers. This means that for trips that end outside of licensed boundaries taxicabs are prohibited from picking up passengers and are forced to make “deadhead” return trips. This research estimates empty taxi travel associated with spatial restrictions on passenger trip origins in New York City. In 2012, New York introduced a special taxi category intended to improve taxi access in areas of the city considered underserved by taxicabs. The new green taxicabs, as they are called, can drop off passengers anywhere in the city but are restricted from picking up passengers in the central business districts and at any of the region’s airports. Using detailed trip data for each taxi ride, we estimate that up to 500,000 kilometers per week of deadhead travel are associated with restrictions on pick up locations, and more than 20 percent of all green taxicab trips end in an area where the driver is prohibited from picking up a new passenger.
David King; Juan Saldarriaga. Spatial regulation of taxicab services: Measuring empty travel in New York City. Journal of Transport and Land Use 2018, 11, 1 .
AMA StyleDavid King, Juan Saldarriaga. Spatial regulation of taxicab services: Measuring empty travel in New York City. Journal of Transport and Land Use. 2018; 11 (1):1.
Chicago/Turabian StyleDavid King; Juan Saldarriaga. 2018. "Spatial regulation of taxicab services: Measuring empty travel in New York City." Journal of Transport and Land Use 11, no. 1: 1.
Taxicabs are critical complements to public transit systems. In New York City, ubiquitous yellow cabs are as iconic as the city’s subway system, and the city recently added green taxicabs to improve taxi service in areas outside of the Central Business Districts and airports. In this paper, we used multiple datasets to explore taxicab fare payments by neighborhood and examine how paid taxicab fares are associated with use of conventional banking services. There are clear spatial dimensions of the propensity of riders to pay cash, and we found that both immigrant status and being “unbanked” are strong predictors of cash transactions. These results have implications for local regulations of the for-hire vehicle industry, particularly in the context of the rapid growth of services that require credit cards to use. At the very least, existing and new providers of transit services must consider access to mainstream financial products as part of their equity analyses.
David King; Juan Francisco Saldarriaga, Columbia University; Juan Saldarriaga; Columbia University. Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City. Journal of Public Transportation 2017, 20, 1 -19.
AMA StyleDavid King, Juan Francisco Saldarriaga, Columbia University, Juan Saldarriaga, Columbia University. Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City. Journal of Public Transportation. 2017; 20 (1):1-19.
Chicago/Turabian StyleDavid King; Juan Francisco Saldarriaga, Columbia University; Juan Saldarriaga; Columbia University. 2017. "Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City." Journal of Public Transportation 20, no. 1: 1-19.
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.
Michael Manville; David A. King; Michael J. Smart. The Driving Downturn: A Preliminary Assessment. Journal of the American Planning Association 2017, 83, 42 -55.
AMA StyleMichael Manville, David A. King, Michael J. Smart. The Driving Downturn: A Preliminary Assessment. Journal of the American Planning Association. 2017; 83 (1):42-55.
Chicago/Turabian StyleMichael Manville; David A. King; Michael J. Smart. 2017. "The Driving Downturn: A Preliminary Assessment." Journal of the American Planning Association 83, no. 1: 42-55.
Taxicabs are a critical aspect of the public transit system in New York City. The yellow cabs that are ubiquitous in Manhattan are as iconic as the city's subway system, and in recent years green taxicabs were introduced by the city to improve taxi service in areas outside of the central business districts and airports. Approximately 500,000 taxi trips are taken daily, carrying about 800,000 passengers, and not including other livery firms such as Uber, Lyft or Carmel. Since 2008 yellow taxis have been able to process fare payments with credit cards, and credits cards are a growing share of total fare payments. However, the use of credit cards to pay for taxi fares varies widely across neighborhoods, and there are strong correlations between cash payments for taxi fares and the presence of unbanked or underbanked populations. These issues are of concern for policymakers as approximately ten percent of households in the city are unbanked, and in some neighborhoods the share of unbanked households is over 50 percent. In this paper we use multiple datasets to explore taxicab fare payments by neighborhood and examine how access to taxicab services is associated with use of conventional banking services. There is a clear spatial dimension to the propensity of riders to pay cash, and we find that both immigrant status and being 'unbanked' are strong predictors of cash transactions for taxicabs. These results have implications for local regulations of the for-hire vehicle industry, particularly in the context of the rapid growth of services that require credit cards. Without some type of cash-based payment option taxi services will isolate certain neighborhoods. At the very least, existing and new providers of transit services must consider access to mainstream financial products as part of their equity analyses.
Juan Francisco Saldarriaga; David A. King. Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City. 2016, 1 .
AMA StyleJuan Francisco Saldarriaga, David A. King. Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City. . 2016; ():1.
Chicago/Turabian StyleJuan Francisco Saldarriaga; David A. King. 2016. "Access to Taxicabs for Unbanked Households: An Exploratory Analysis in New York City." , no. : 1.
Currently dozens of U.S. cities are in the midst of planning and building modern streetcar systems. Though seemingly mobility investments, the intended impacts of these streetcar projects reach beyond transportation and represent a strong turn toward strategic spatial planning through transportation infrastructure. Proponents of modern streetcars argue that they are tools of placemaking as much as if not more than improvements for transit services. Unlike transit investments of a century ago, when privately operated streetcars were a decentralizing force that helped disperse overcrowded central city cores and open new land for real estate development, current streetcar projects in the United States are expected to concentrate activity and economic development in select corridors. The majority of these new systems rely on transit technologies that are significantly improved over the carriages of old, with modern features, smooth rides and quiet operations. Yet for all the improvements to the vehicles and services, new streetcar investments no longer primarily improve transit accessibility. Rather, modern streetcars are part of strategic amenity packages cities use to achieve real estate and economic development goals. This use of transportation infrastructure as an amenity for a particular location is a shift away from traditional transportation planning processes, and the expected benefits, in particular, stand apart as being deliberately spatial. We use planning documents and data from ballot box initiatives to evaluate expected transportation benefits relative to indirect benefits through economic development. We find that approximately three-quarters of all expected benefits from streetcar projects accrue to property development with the remaining expected benefits assigned to transportation. However, we do not find sufficient empirical evidence in the literature to support such certain claims of positive effects on property values and the built environment. We argue that the increasing tendency of cities to leverage streetcar projects for non-transportation purposes represents a turn to the use of infrastructure as a tool of spatial planning.
David King; Lauren Ames Fischer. Streetcar projects as spatial planning: A shift in transport planning in the United States. Journal of Transport Geography 2016, 54, 383 -390.
AMA StyleDavid King, Lauren Ames Fischer. Streetcar projects as spatial planning: A shift in transport planning in the United States. Journal of Transport Geography. 2016; 54 ():383-390.
Chicago/Turabian StyleDavid King; Lauren Ames Fischer. 2016. "Streetcar projects as spatial planning: A shift in transport planning in the United States." Journal of Transport Geography 54, no. : 383-390.