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• 1. [Article] Adjusting ITE’s Trip Generation Handbook for Urban Context

  This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, ...

  Citation × Citation Citation Abstract Copy Title: Adjusting ITE’s Trip Generation Handbook for Urban Context Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2015 This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, convenience markets, and drinking places) in the Portland, Oregon, region during 2011. This approach was developed to adjust the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip rates based on built environment characteristics where the establishments were located. A number of policy-relevant built environment measures were used to estimate a set of nine models predicting an adjustment to ITE trip rates. Each model was estimated as a single measure: activity density, number of transit corridors, number of high-frequency bus lines, employment density, lot coverage, length of bicycle facilities, presence of rail transit, retail and service employment index, and intersection density. All of these models perform similarly (Adj. R2 0.76-0.77) in estimating trip rate adjustments. Data from 34 additional sites were collected to verify the adjustments. For convenience markets and drinking places, the adjustment models were an improvement to the ITE’s handbook method, while adjustments for restaurants tended to perform similarly to those from ITE’s estimation. The approach here is useful in guiding plans and policies for a short-term improvement to the ITE’s Trip Generation Handbook. The measures are useful for communities seeking to develop local adjustments to vehicle trip rate estimates, and all could be calculated from spatial data available in most locations. The paper concludes with a discussion on what long-term improvements to the ITE’s Trip Generation Handbook might entail, with further implications in planning and practice. Title: Adjusting ITE’s Trip Generation Handbook for Urban Context Author: Clifton, Kelly J., Currans, Kristina Marie, Muhs, Christopher D. Year: 2015 This study examines the ways in which urban context affects vehicle trip generation rates across three land uses. An intercept travel survey was administered at 78 establishments (high-turnover restaurants, convenience markets, and drinking places) in the Portland, Oregon, region during 2011. This approach was developed to adjust the Institute of Transportation Engineers (ITE) Trip Generation Handbook vehicle trip rates based on built environment characteristics where the establishments were located. A number of policy-relevant built environment measures were used to estimate a set of nine models predicting an adjustment to ITE trip rates. Each model was estimated as a single measure: activity density, number of transit corridors, number of high-frequency bus lines, employment density, lot coverage, length of bicycle facilities, presence of rail transit, retail and service employment index, and intersection density. All of these models perform similarly (Adj. R2 0.76-0.77) in estimating trip rate adjustments. Data from 34 additional sites were collected to verify the adjustments. For convenience markets and drinking places, the adjustment models were an improvement to the ITE’s handbook method, while adjustments for restaurants tended to perform similarly to those from ITE’s estimation. The approach here is useful in guiding plans and policies for a short-term improvement to the ITE’s Trip Generation Handbook. The measures are useful for communities seeking to develop local adjustments to vehicle trip rate estimates, and all could be calculated from spatial data available in most locations. The paper concludes with a discussion on what long-term improvements to the ITE’s Trip Generation Handbook might entail, with further implications in planning and practice. Close

• 2. [Article] Examining Consumer Behavior and Travel Choices

  This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research ...

  Citation × Citation Citation Abstract Copy Title: Examining Consumer Behavior and Travel Choices Author: Clifton, Kelly J., Muhs, Christopher Devlin, Morrissey, Sara, Morrissey, Tomás, Currans, Kristina Marie, Ritter, Chloe Year: 2013 This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research aims to merge the long history of scholarly work that examines the impacts of the built environment on non-work travel with the relatively new interest in consumer spending by mode of travel. This empirical study of travel choices and consumer spending across 89 businesses in the Portland metropolitan area shows there are important differences between the amounts customers spend on average at various businesses by their mode of travel. However, these differences become less pronounced when we control for demographics of the customer and other attributes of the trip. This study of consumer spending and travel choices has some compelling findings that suggest some key spending and frequency differences by mode of travel that will likely invigorate the discussion of the economic impacts of these modes. Key findings are: 1) Bicyclists, pedestrians and transit riders are competitive consumers: When demographics and socioeconomics are controlled for, mode choice does not have a statistically significant impact on consumer spending at convenience stores, drinking establishments and restaurants. When trip frequency is accounted for, the average monthly expenditures by customer modes of travel reveal that bicyclists, transit users and pedestrians are competitive consumers and, for all businesses except supermarkets, spend more on average than those who drive and 2) The built environment matters: We support previous literature and find that residential and employment density, the proximity to rail transit, and the amount of automobile and bicycle parking are all important in explaining the use of non-automobile modes. In particular, provision of bike parking and bike corrals are significant predictors of bike mode share at the establishment level. Other findings lend more insight into the relationship between consumer behavior and travel choices. For the non-work destinations studied, the automobile remains the dominant mode of travel. Patrons are largely arriving by private vehicle to most of the destinations in this study, particularly to grocery stores where larger quantities of goods tend to be purchased. But, high non-automobile mode shares and short travel distances exist in areas of concentrated urban activity. In sum, this study provides some empirical evidence to answer the questions of business owners about how mode shifts might impact their market shares and revenues. More work is needed to better understand the implications of future changes and to provide a robust assessment of the returns on these investments and their economic impacts. Title: Examining Consumer Behavior and Travel Choices Author: Clifton, Kelly J., Muhs, Christopher Devlin, Morrissey, Sara, Morrissey, Tomás, Currans, Kristina Marie, Ritter, Chloe Year: 2013 This study represents a first attempt to answer a few of the questions that have arisen concerning multimodal transportation investments and the impacts of mode shifts on the business community. This research aims to merge the long history of scholarly work that examines the impacts of the built environment on non-work travel with the relatively new interest in consumer spending by mode of travel. This empirical study of travel choices and consumer spending across 89 businesses in the Portland metropolitan area shows there are important differences between the amounts customers spend on average at various businesses by their mode of travel. However, these differences become less pronounced when we control for demographics of the customer and other attributes of the trip. This study of consumer spending and travel choices has some compelling findings that suggest some key spending and frequency differences by mode of travel that will likely invigorate the discussion of the economic impacts of these modes. Key findings are: 1) Bicyclists, pedestrians and transit riders are competitive consumers: When demographics and socioeconomics are controlled for, mode choice does not have a statistically significant impact on consumer spending at convenience stores, drinking establishments and restaurants. When trip frequency is accounted for, the average monthly expenditures by customer modes of travel reveal that bicyclists, transit users and pedestrians are competitive consumers and, for all businesses except supermarkets, spend more on average than those who drive and 2) The built environment matters: We support previous literature and find that residential and employment density, the proximity to rail transit, and the amount of automobile and bicycle parking are all important in explaining the use of non-automobile modes. In particular, provision of bike parking and bike corrals are significant predictors of bike mode share at the establishment level. Other findings lend more insight into the relationship between consumer behavior and travel choices. For the non-work destinations studied, the automobile remains the dominant mode of travel. Patrons are largely arriving by private vehicle to most of the destinations in this study, particularly to grocery stores where larger quantities of goods tend to be purchased. But, high non-automobile mode shares and short travel distances exist in areas of concentrated urban activity. In sum, this study provides some empirical evidence to answer the questions of business owners about how mode shifts might impact their market shares and revenues. More work is needed to better understand the implications of future changes and to provide a robust assessment of the returns on these investments and their economic impacts. Close