Developing a Methodology to Identify Non-Normative Key Destinations for Transportation Planning
Medium- to long-range planning processes generally aim to fix deficiencies in the current transportation network by better distributing existing resources or acquiring new resources. This requires some way of defining better service patterns, including identifying priority places to and from which t...
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Published in | Transportation research record Vol. 2678; no. 1; pp. 749 - 759 |
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Main Authors | , , , , , , |
Format | Journal Article |
Language | English |
Published |
Los Angeles, CA
SAGE Publications
01.01.2024
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Subjects | |
Online Access | Get full text |
ISSN | 0361-1981 2169-4052 |
DOI | 10.1177/03611981231172509 |
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Abstract | Medium- to long-range planning processes generally aim to fix deficiencies in the current transportation network by better distributing existing resources or acquiring new resources. This requires some way of defining better service patterns, including identifying priority places to and from which the network will increase connectivity. Typically, identifying these priority places happens through project-specific outreach efforts, sometimes with the support of job density or population data. This paper discusses a process for leveraging confirmatory public outreach and combining it with location-based services data (or other sources of multi-modal travel data, e.g., household travel surveys) to create an iteratively developed and reproducible methodology for identifying key destinations. This method allows an agency to minimize outreach fatigue by only conducting periodic public outreach on the subject, rather than asking the same baseline questions for every individual planning project. Additionally, this method better bolsters equity by moving away from normatively selected destinations (which tend to be traditional job centers with 9-to-5 commuters) and supporting more high-participation outreach efforts in the future. Ultimately, this paper makes the case that the output of outreach in a data-informed planning process should be a replicable methodology, not a static list. |
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AbstractList | Medium- to long-range planning processes generally aim to fix deficiencies in the current transportation network by better distributing existing resources or acquiring new resources. This requires some way of defining better service patterns, including identifying priority places to and from which the network will increase connectivity. Typically, identifying these priority places happens through project-specific outreach efforts, sometimes with the support of job density or population data. This paper discusses a process for leveraging confirmatory public outreach and combining it with location-based services data (or other sources of multi-modal travel data, e.g., household travel surveys) to create an iteratively developed and reproducible methodology for identifying key destinations. This method allows an agency to minimize outreach fatigue by only conducting periodic public outreach on the subject, rather than asking the same baseline questions for every individual planning project. Additionally, this method better bolsters equity by moving away from normatively selected destinations (which tend to be traditional job centers with 9-to-5 commuters) and supporting more high-participation outreach efforts in the future. Ultimately, this paper makes the case that the output of outreach in a data-informed planning process should be a replicable methodology, not a static list. |
Author | Reginald, Monisha Zimmer, Alissa Horiuchi, Julianna De Jesus Martinez, Carolyn Gartsman, Anna Limprevil, Drefnie Brown, Connor |
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Cites_doi | 10.1007/s11162-004-1597-2 10.1086/269376 10.1016/j.jtrangeo.2016.03.004 10.17226/24766 10.1007/s11606-020-05677-6 10.1007/BF00167128 10.18296/em.0054 10.1016/j.trd.2020.102484 10.1016/S0967-070X(02)00007-0 10.1016/j.tranpol.2016.12.011 10.15760/trec.32 |
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References | bibr16-03611981231172509 bibr19-03611981231172509 bibr26-03611981231172509 Polzin S. E. (bibr11-03611981231172509) 2013 City of Boston (bibr2-03611981231172509) 2017 bibr21-03611981231172509 massDOT (bibr1-03611981231172509) 2019 bibr10-03611981231172509 bibr6-03611981231172509 bibr23-03611981231172509 bibr13-03611981231172509 Shrider E. A. (bibr7-03611981231172509) 2021 bibr12-03611981231172509 OCTC (bibr3-03611981231172509) 2019 bibr22-03611981231172509 bibr27-03611981231172509 bibr14-03611981231172509 bibr17-03611981231172509 bibr5-03611981231172509 bibr24-03611981231172509 Kalton G. (bibr20-03611981231172509) 1989 bibr18-03611981231172509 Metropolitan Transportation Commission (bibr4-03611981231172509) 2021 bibr8-03611981231172509 Nightingale D. S. (bibr9-03611981231172509) 2011 bibr15-03611981231172509 bibr25-03611981231172509 Andrews M. (bibr28-03611981231172509) 2005 |
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