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• 41. [Article] Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos

  This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan ...

  Citation × Citation Citation Abstract Copy Title: Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos Author: Mbanaso, Michael Udochukwu Year: 1989 This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan region. It examines the extent to which clientelism, bureaucratic decision rules and structural theoretical models explain water service delivery patterns in Festival Town (Festac), a suburb of Lagos, Nigeria. The unprecedented pace of growth of the Lagos Metropolis since the mid-twentieth century gave rise to the spectacular spatial expansion of the continuous built up region. Urban industrial and governmental institutions have not kept pace with the population growth rate of Lagos. This demographic trend also continues to tax the urban service delivery system. The federal government policy proscription entailed the planning and creation of a new town, Festival Town (Festac), as a response to addressing the urban public service problem in the Greater Lagos. Festac is well serviced with modern urban infrastructural facilities for the delivery of water supply and water related services. In recent years, however, the local residents of Festac have been faced with a similar problem in water supply which is not different from that experienced by urban residents in other parts of Lagos. The painstaking efforts that detailed a pre-planned, designed and carefully considered development of a new urban community have not succeeded in creating a regularly functioning delivery of water supply and water related services. Various analytical tools were utilyzed in conducting the study. The study concludes that the central factors in the prevailing scarcity of water supply in Festac are technology and infrastructural dependence and dwindling federal state revenues, all of which exacerbate the internal production of essential urban public services and thereby making delivery problematic. The findings presented in this study demonstrate the significance of the specific articulation expressed in the link between the Nigerian export sector, the fiscal capacity of the federal state and public service financing. This study recommends that if the Nigerian public service delivery system is to overcome its contemporary problems, policies should be adopted which largely depend on existing internal resources. Title: Urban Service Delivery System and Federal Government Bureaucracy: A Structural Analysis of Spatial Distribution of Water Supply in a Suburban Community of Metropolitan Lagos Author: Mbanaso, Michael Udochukwu Year: 1989 This study identifies the prevailing scarcity of urban public services and the conceptual relations among service delivery, patronage, bureaucratic activities and structural factors in the Lagos Metropolitan region. It examines the extent to which clientelism, bureaucratic decision rules and structural theoretical models explain water service delivery patterns in Festival Town (Festac), a suburb of Lagos, Nigeria. The unprecedented pace of growth of the Lagos Metropolis since the mid-twentieth century gave rise to the spectacular spatial expansion of the continuous built up region. Urban industrial and governmental institutions have not kept pace with the population growth rate of Lagos. This demographic trend also continues to tax the urban service delivery system. The federal government policy proscription entailed the planning and creation of a new town, Festival Town (Festac), as a response to addressing the urban public service problem in the Greater Lagos. Festac is well serviced with modern urban infrastructural facilities for the delivery of water supply and water related services. In recent years, however, the local residents of Festac have been faced with a similar problem in water supply which is not different from that experienced by urban residents in other parts of Lagos. The painstaking efforts that detailed a pre-planned, designed and carefully considered development of a new urban community have not succeeded in creating a regularly functioning delivery of water supply and water related services. Various analytical tools were utilyzed in conducting the study. The study concludes that the central factors in the prevailing scarcity of water supply in Festac are technology and infrastructural dependence and dwindling federal state revenues, all of which exacerbate the internal production of essential urban public services and thereby making delivery problematic. The findings presented in this study demonstrate the significance of the specific articulation expressed in the link between the Nigerian export sector, the fiscal capacity of the federal state and public service financing. This study recommends that if the Nigerian public service delivery system is to overcome its contemporary problems, policies should be adopted which largely depend on existing internal resources. Close

• 42. [Article] Assessing Transit Fare Equity in Utah Using a Geographic Information System

  The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately ...

  Citation × Citation Citation Abstract Copy Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Title: Assessing Transit Fare Equity in Utah Using a Geographic Information System Author: Farber, Steven, Batholomew, Keith, Li, Xiao, Paez, Antonio, Nurul Habib, Khandker M. Year: 2014 The goal of this study is to develop and apply a new method for assessing social equity impacts of distance-based public transit fares. Shifting to a distance-based fare structure can disproportionately favor or penalize different subgroups of a population based on variations in settlement patterns, travel needs, and most importantly, transit use. According to federal law, such disparities must be evaluated by the transit agency, but the area-based techniques identified by the Federal Transit Authority for assessing discrimination fail to account for disparities in distances travelled by transit users. This means that transit agencies currently lack guidelines for assessing the social equity impacts of replacing flat fare with distance-based fare structures. Our solution is to incorporate a joint ordinal-continuous model of trip generation and distance travelled into a GIS Decision Support System. The system enables a transit planner to visualize and compare estimated distances travelled and transit-cost maps for different population profiles and fare structures. We apply the method to a case study in the Wasatch Front, Utah, where the Utah Transit Authority is exploring a switch to a distance-based fare structure. The analysis reveals that overall distance-based fares benefit low-income, elderly, and non-white populations. However, the effect is geographically uneven, and may be negative for members of these groups living on the urban fringe. The research discusses a potential conflict between policies designed to promote equity and those intended to increase discretionary ridership. For example, increasing fares for longdistance discretionary riders travelling from suburban light-rail stations to the central business district may have a negative impact on ridership, despite being economically more efficient through cost-recapturing. At the same time, reducing fares for short-distance trips that are currently too expensive compared to private automobile travel may attract new riders. A full cost-benefit analysis sensitive to heterogeneous price elasticity is recommended for future research. It is also noted that the research findings are dependent on the current spatial distributions of population segments and travel patterns. The equity benefits of distance-based fares are primarily derived from residential clustering of low-income and minority groups in more compact urban areas near the center of the city. Demographic trends, such as inner-city gentrification and suburban aging-in-place, may impose increased travel demands on low income and elderly riders, nullifying future equity gains made by a transition to distance-based fares. Close

• 43. [Article] A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas

  A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods ...

  Citation × Citation Citation Abstract Copy Title: A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas Author: Figliozzi, Miguel A., Feng, Wu-chi, Lafferriere, Gerardo, Feng, Wei Year: 2012 A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods to evaluate and visualize bus service reliability for transit agencies in various temporal and spatial aggregation levels; 2) identify the recurrent unreliability trends of bus routes (focusing on high-frequency service periods) and understand their characteristics, causes and effects; and 3) model service times using linear regression models. This research utilized six months of archived automatic vehicle location (AVL) and automatic passenger count (APC) data from a low-performance route (Route 15) of TriMet, the public transit provider in the Portland metropolitan area. Route 15 has experienced difficulties in terms of schedule adherence and headway regularity. This research developed methods to summarize causes of bus bunching. We first determined the frequency of each cause (expressed as percentages) meeting pre-determined thresholds. Next, we performed a sensitivity analysis to demonstrate how cause percentage results change using varying difficulty levels of bus bunching thresholds. Finally, we investigated how cause percentage results vary spatially along different route segments. This research also developed novel ways to summarize and visualize vast amounts of bus route operations data in an insightful and intuitive manner: 1) a route/stop level visualization performance measure framework using color contour diagrams and 2) a dynamic interactive bus monitoring visualization framework based on a Google Maps platform. Visualizations proposed in this study can aid transit agency managers and operators to identify operational problems and better understand how such problems propagate spatially and temporally across routes. Finally, regression models were estimated to understand the key factors impacting dwell and travel times. Title: A Study of Headway Maintenance for Bus Routes: Causes and Effects of “Bus Bunching” in Extensive and Congested Service Areas Author: Figliozzi, Miguel A., Feng, Wu-chi, Lafferriere, Gerardo, Feng, Wei Year: 2012 A healthy and efficient public transit system is indispensable to reduce congestion, emissions, energy consumption, and car dependency in urban areas. The objective of this research is to 1) develop methods to evaluate and visualize bus service reliability for transit agencies in various temporal and spatial aggregation levels; 2) identify the recurrent unreliability trends of bus routes (focusing on high-frequency service periods) and understand their characteristics, causes and effects; and 3) model service times using linear regression models. This research utilized six months of archived automatic vehicle location (AVL) and automatic passenger count (APC) data from a low-performance route (Route 15) of TriMet, the public transit provider in the Portland metropolitan area. Route 15 has experienced difficulties in terms of schedule adherence and headway regularity. This research developed methods to summarize causes of bus bunching. We first determined the frequency of each cause (expressed as percentages) meeting pre-determined thresholds. Next, we performed a sensitivity analysis to demonstrate how cause percentage results change using varying difficulty levels of bus bunching thresholds. Finally, we investigated how cause percentage results vary spatially along different route segments. This research also developed novel ways to summarize and visualize vast amounts of bus route operations data in an insightful and intuitive manner: 1) a route/stop level visualization performance measure framework using color contour diagrams and 2) a dynamic interactive bus monitoring visualization framework based on a Google Maps platform. Visualizations proposed in this study can aid transit agency managers and operators to identify operational problems and better understand how such problems propagate spatially and temporally across routes. Finally, regression models were estimated to understand the key factors impacting dwell and travel times. Close

• 44. [Article] Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses

  Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership ...

  Citation × Citation Citation Abstract Copy Title: Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses Author: Collopy, Carolyn Emily Year: 2001 Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership has long been hailed by social and housing advocates as an economic stabilizer for low to moderate-income neighborhoods. For low and moderate-income residents (households earning 50-100% of the median income), homeownership is possible in two forms: affordable market-rate housing created by the filtering down of houses until affordable to low and moderate-income households, or through subsidized homeownership programs which develop new housing and offer financial assistance for low and moderate-income households. The purpose of this study was to detem1ine which of these two options, market-rate or subsidized, offer higher quality affordable housing to low and moderate-level income households. Through field observation and GIS analysis, the study compared the structural, block, neighborhood amenity, crime, and proximity to CBD characteristics of affordable market-rate and subsidized houses in Portland's Albina Community. The study samples were approximately 100 houses per sample; market-rate houses consisted of houses that sold during 2000 for $125,000 or less, and subsidized houses were selected from housing created by three local non-profit development agencies. General characteristics of the two samples revealed subsidized houses were larger and more affordable per square foot than the market-rate houses in Albina. Descriptive statistics showed little overall difference between the two samples in structural, block, neighborhood amenity, and crime characteristics. However, distribution of the two samples varied widely, and consequently subsidized houses were 1 to 2 miles closer to the CBD than market-rate houses. While quality between the two types of affordable housing is currently comparable, the study suggests these trends may soon be threatened by future maintenance needs and neighborhood upgrading. Title: Low-Income Homeownership in Portland's Albina Community: A Comparative Analysis of Housing Quality in Market-Rate and Subsidized Houses Author: Collopy, Carolyn Emily Year: 2001 Housing embodies much more than just a physical commodity. In addition to being an investment, it is our shelter, right to privacy, connection to community, and access to recreation and necessities. Homeownership has long been hailed by social and housing advocates as an economic stabilizer for low to moderate-income neighborhoods. For low and moderate-income residents (households earning 50-100% of the median income), homeownership is possible in two forms: affordable market-rate housing created by the filtering down of houses until affordable to low and moderate-income households, or through subsidized homeownership programs which develop new housing and offer financial assistance for low and moderate-income households. The purpose of this study was to detem1ine which of these two options, market-rate or subsidized, offer higher quality affordable housing to low and moderate-level income households. Through field observation and GIS analysis, the study compared the structural, block, neighborhood amenity, crime, and proximity to CBD characteristics of affordable market-rate and subsidized houses in Portland's Albina Community. The study samples were approximately 100 houses per sample; market-rate houses consisted of houses that sold during 2000 for $125,000 or less, and subsidized houses were selected from housing created by three local non-profit development agencies. General characteristics of the two samples revealed subsidized houses were larger and more affordable per square foot than the market-rate houses in Albina. Descriptive statistics showed little overall difference between the two samples in structural, block, neighborhood amenity, and crime characteristics. However, distribution of the two samples varied widely, and consequently subsidized houses were 1 to 2 miles closer to the CBD than market-rate houses. While quality between the two types of affordable housing is currently comparable, the study suggests these trends may soon be threatened by future maintenance needs and neighborhood upgrading. Close

• 45. [Article] Do TODs Make a Difference?

  In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based ...

  Citation × Citation Citation Abstract Copy Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Title: Do TODs Make a Difference? Author: Nelson, Arthur C., Miller, Matt, Eskic, Dejan, Kim, Keuntae, Ewing, Reid, Liu, Jenny H., Berggren, Matt, Mumuni, Zakari Year: 2015 In this report, we present research that measures the outcomes of TOD areas in relation to their metropolitan area controls with respect to (1) jobs by sector; (2) housing choice for household types based on key demographic characteristics; (3) housing affordability based on transportation costs; and (4) job-worker balance as a measure of accessibility. Prior literature has not systematically evaluated TOD outcomes in these respects with respect to light rail transit (LRT), commuter rail transit (CRT), bus rapid transit (BRT), and streetcar transit (SCT) systems. Our analysis helps close some of these gaps. We apply our analysis to 23 fixed-guideway transit systems operating in 17 metropolitan areas in the South and West that have one or more of those systems. We find: (1) Most TOD areas gained jobs in the office, knowledge, education, health care and entertainment sectors, adding more than $100 billion in wages capitalized over time; (2) In assessing economic resilience associated with LRT systems, jobs continued to shift away from TOD areas before the Great Recession, the pace slowed during the recession but reversed during recovery, leading us to speculate that LRT TOD areas may have transformed metropolitan economies served by LRT systems; (3) Rents for offices, retail stores and apartments were higher when closer to SCT systems, had mixed results with respect LRT systems, but were mostly lower with respect to CRT systems (our BRT sample was too small to evaluate); (4) SCT systems performed best in terms of increasing their TOD-area shares of metropolitan population, households and householders by age, housing units, and renters with BRT systems performing less well while LRT and CRT systems experienced a much smaller shift in the share of growth; (5) Household transportation costs as a share of budgets increase with respect to distance from LRT transit stations to seven miles, suggesting the proximity to LRT stations reduces total household transportation costs; (6) Emerging trends that may favor higher-wage jobs locating in TOD areas over time than lower- or middle-wage jobs, perhaps because TOD areas attract more investment which requires more productive, higher-paid labor to justify the investment; and (7) The share of workers who commute 10 minutes or less to work increases nearly one-half of 1 percent for each half-mile their resident block group is to an LRT transit station, capping at a gain of 1.3 percent, which is not a trivial gain. Our report summarizes case studies of 23 transit systems and three journal articles based on our research. Close