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Conference on Performance Measures for Transportation and Livable Communities

SEPTEMBER 7-8, 2011 • AUSTIN, TEXAS

BREAKOUT SESSION 3:
Urban and Rural Livable Communities

Click on the icon to view a PDF of the slide presentation.

Presiding

TIM LOMAX, Texas Transportation Institute

	Byway Awareness and Impact on Livability and Economy: Applications, Perspective, and Discussion BRIGID TUCK, Center for Tourism, University of Minnesota
	Measuring Livability in Small Urban and Rural Communities with Disaggregate Data NATHAN BELZ and LANCE JENNINGS, Transportation Research Center, University of Vermont
	An Evaluation of Automobile Use, Parking Provision, and Urban Activity CHRISTOPHER McCAHILL and NORMAN GARRICK, University of Connecticut
	Sustainability Performance Measures for El Paso's Transit Corridors TARA RAMANI, Texas Transportation Institute

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Byway Awareness and Impact on Livability and Economy: Applications, Perspective, and Discussion

BRIGID TUCK, Center for Tourism, University of Minnesota

Slides [PDF , 262K]

Brigid Tuck discussed a research project examining the impacts of two scenic byways in Minnesota on the local quality of life and the local economy.  She described the study purpose, the methodology, and the results.  Brigid covered the following points in her presentation.

• The National Scenic Byways Program recognizes 150 Scenic Byways in 46 states that represent the most scenic and rarest of landscapes, culture, and history existing in America today.  The Paul Bunyan Scenic Byway and the Lake Country Scenic Byway are part of Minnesota’s 22 designated scenic drives.  Tourism is an important part of the Minnesota economy and the scenic byways contribute to local economies.
• Approximately 12 percent of Minnesota traveler expenses are spent on transportation.  Half of Minnesota traveler expenditures are spent by individuals staying in hotels, motels, and bed and breakfasts.  Driving on designated scenic byways accounts for 13 percent of travel activities in the state.  The annual number of travelers in Minnesota is approximately 39 million.
• The purpose of this project was to assess the impact of scenic byway visitors in the state on the quality of life and the local economies.  The two sites examined in the project were the Paul Bunyan Scenic Byway and the Lake Country Scenic Byway; both are located in the north central portion of the state.  The Paul Bunyan Byway is 54 miles in length.  It is a double-circle route between Pequot Lakes and Crosslake.  The Lake Country Scenic Byway is 88 miles in length.  It includes an east-west route and a north-south route.  Both byways include lakes, national forests, state parks, and small communities.  Both offer recreation activities, events and festivals, local area attractions, arts and cultural sites, restaurants, lodges and resorts, and historical, scenic, and natural sites.
• Residents and travelers were surveyed at selected locations along the two byways in the summer and fall of 2010.  Volunteers conducted the surveys, asking every third group to complete the questionnaire.  At total of 337 questionnaires – 198 residents and 139 travelers – were completed along the Paul Bunyan Scenic Byway.  A total of 176 surveys were completed along the Lake Country Scenic Byway – 84 by residents and 92 by travelers.
• The surveys were administered by volunteers at selected intercept sites.  These locations included area chambers of commerce, local businesses, area attractions, events, retail centers, restaurants, and visitor center parking lots.  The surveys were proportioned across the month and weekdays. 
• The on-site survey instrument included questions on demographic and travel characteristics, byway awareness, and visitation duration.  Residents were asked 14 quality of life and byway contributions questions.  Travelers were asked about expenditures and byway effects on travel.
• The survey results were analyzed using SPSS 17.0.  Descriptive data and frequencies were tabulated on demographics, visitation, and important community attributes and the byway contribution to these attributes.  Comparisons were made based on the season, and by residents versus travelers.
• The economic impact analysis of byway tourists examined direct impacts, indirect impacts, and induced impacts.  All of these influence the local economy and the state economy.  Two sources of spending were used in this study – spending related to the byway itself and spending by travelers on the byway.  The IMPLAN model, which measures indirect and induced impacts, was used in the analysis.  The direct effects are entered into the model.
• A lot of research and work has been conducted on approaches to measuring the economic impact of scenic byway travelers.  The National Scenic Byways Research Center in Duluth is working on developing a tool.  A conservative approach was used in this analysis based on the work of John Crompton.
• Scenic byway tourist spending was calculated by determining total spending by byway tourists.  A tourist spending profile was developed and the total number of byway travelers was estimated.  The spending profile was multiplied by the number of byway travelers to identify the total spending by all travelers.
• The survey results identified common quality of life factors for residents in both scenic byway areas.  Residents in the Paul Bunyan Scenic Byway area identified quality recreational opportunities, natural areas, community beauty, cultural and historical features, and community amenities as key quality of life factors.  Residents in the Lake County Scenic Byway area identified cultural and history preservation, natural areas preservation, community beauty, quality recreational opportunities, and fairs and events as key quality of life factors.
• The results from the resident quality of life analysis can be used in a number of ways.  Communities, businesses, and other groups can build on those factors residents see as most important.  The factors can also be promoted to attract new businesses and new residents to the area.  The factors also provide baseline measures for future research on potential changes.
• The traveler responses were examined in a number of different ways.  Of the travelers in the Lake Country Scenic Byway, 52 percent were non-residents and 48 percent were residents.  Approximately 8 percent visited due to the byway, 10 percent said it altered their route to tour the byway, and 2 percent said it altered their length of stay.  A total of 29 percent paid for overnight accommodations, 32 percent used unpaid accommodations, and 39 percent were day visitors.  For travelers in the Paul Bunyan Scenic Byway, 60 percent were resident and 40 percent were non-residents.  Approximately 5 percent indicated they visited due to the byway, 14 percent said it altered their route to tour the byway and 2 percent said it altered their length of stay.  In terms of economic impacts, 50 percent paid for overnight accommodations, 40 percent used unpaid accommodations, and 10 percent were day visitors.
• The major expenditures for visitors were associated with lodging, dining and drinking, grocery stores, and fuel.  The estimated impacts to the local area were $15-to-38 million for the Paul Bunyan Scenic Byway and $12-to-38 million for the Lake Country Scenic Byway.
• The results from the traveler surveys mirror previous research, although the surveys were conducted during the economic downturn of 2010.  Higher expenditure levels and more travel could be anticipated as the economy recovers.  The results can be used to target certain segments of the population and to promote longer stays and return visits.
• There were limitations with the study.  There were seasonal constraints with surveys conducted only in the summer and fall.  Only on-site visitors were surveyed, not people who might be interested in visiting.  The study also used volunteers to conduct the surveys, which has limitations.
• Future research needs can also be identified.  Assessing the views of non-visitors would be beneficial, as would longitudinal studies to examine factors influencing values associated with quality of life.

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Measuring Livability in Small Urban and Rural Communities with Disaggregate Data

NATHAN BELZ and LANCE JENNINGS, Transportation Research Center, University of Vermont

Slides [PDF , 3.3M]

Nathan Belz discussed a research project using disaggregate data to measure livability in Chittenden County, VT.  He described the study background, the data sources, the analysis, and future activities.  Nathan covered the following topics in his presentation.

• Geographic scale is important in analyzing data related to livable communities.  Boundaries and units need to be considered.  Using aggregate scales may induce unequal representation, especially in rural areas.
• Seven capitals for livable communities have been suggested.  These capitals are infrastructure, the environment, financial, political, human, social, and cultural.  These capitals relate to the livable community building blocks of the environment, the economy, and society.  Individuals and communities may place different values on these capitals.  Livable communities should provide a balance in these elements.
• The infrastructure or built capital includes sidewalks, roads, buildings, and land uses.  The environment includes parks and recreation, green space, and land cover.  Other environmental elements include nature trails, bike trails, and shared-use paths.  The ecosystems, including water quality, fragile habitats, and other elements, are also part of the environmental capital.  Conservation organizations represent still another element.
• Political capital includes voting districts, voting turnout, satisfaction with elected officials, and the allocation and utilization of funds.  Financial capital includes tax revenues, budgets, household incomes, property values, businesses, jobs, employment, and sales.
• Human capital includes schools and education, job training centers, as well as mortality rates, age ranges, and health indicators.  Social capital includes connectedness, trust, and neighborhood groups.  Electronic social networks are becoming more important.  Community events may also be used as a measure of social capital.
• Cultural capital includes churches, race and ethnicity, proximity of generations within a family, and transferring knowledge.  Other cultural capitals include events, fairs, and parades, celebrating the history of a town through preservation and historical designations, and designated villages and downtowns.
• There are a number of top 10 lists that rank communities by different measures, including those associated with livability.  Austin is included in many of these lists.  CNN’s America’s Best Small Towns, Best Places To Live top 10 lists are Louisville, CO; Milton, MA; Solon, OH; Leesburg, VA; Papillion, NE; Hanover, NH; Liberty, MO; Middleton, WI; Mukilteo, WA; and Chanhassen, MN.  Austin is ranked number one on the RelocateAmerica.com, Top Overall Places to Live list.  Austin ranks second on Parenting.com, Best Cities for Families list.  Sperling’s Best Places lists Charlottesville, VAat the top of the Best Cities to Relocate To.  Men’s Health Best Cities for Men, which measures the number of bars, the ratio of men to women, and other related factors ranks Austin number seven.  The Gallup-Healthways Being Index lists Austin second among large cities.
• While people have different perceptions of livability, most would agree that the ability to fulfill basic daily needs is at the foundation of livable communities.  Quality of life, sustainable communities, and social capital are also important elements of livable communities.  The built environment influences the ability to reach destinations, and the frequency of walking, which in turn influences the frequency of chance encounters, which enhances social ties, which leads to a higher level of social connectedness and increases social capital.
• Disaggregated data was used to examine a number of transportation elements in Chittenden County, VT.  Streets, sidewalks and shared-use paths were identified and displayed using GIS.  The Sidewalk Coincidence Ratio (SCR) was calculated by Census block and displayed using GIS.  The results from the 2010 National Household Travel Survey (NHTS) were examined for subareas in the country.  One of the NHTS questions addressed adequate sidewalks/walking paths in the area.  The SCR was also examined by Census block groups and a one-mile service area.
• The responses to NHTS questions addressing adequate sidewalks and paths, and feeling safe when outside were compared against the mean SCR.  Areas where respondents strongly agreed or agreed to feeling safe when outside had higher mean SCRs than areas with respondents strongly disagreeing or disagreeing.
• The mean of household density in different areas was compared with responses to questions addressing biking in their neighborhood being safe and enjoyable.  Respondents that strongly agreed with these statements were in areas with higher mean household densities.
• Responses to questions on the ease of traveling to buy groceries were compared to the mean distance to the nearest grocery store.  Respondents strongly agreeing with the ease of travel had shorter mean distances to the nearest grocery store.  The service areas of major grocery stores were mapped using GIS.  A similar analysis was conducted with health care and emergency response.
• Future research is planned on a number of elements.  First, the spatial relationships between livability and public attitudes and behavior, the built environment, social capital, and daily needs will be explored.  These factors have elements in common and unique features which both contribute to livability.  The spatial and temporal variations in livability will also be examined.

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An Evaluation of Automobile Use, Parking Provision, and Urban Activity

CHRISTOPHER McCAHILL and NORMAN GARRICK, University of Connecticut

Slides [PDF , 5.1M]

Christopher McCahill described a study examining automobile use, parking, and urban activities in selected cities throughout the country.  He discussed the study process and highlighted some of the results.  Christopher covered the following points in his presentation.

• An on-street parking utilization study was conducted along a three-quarter mile section of Nantucket in Hartford.  The utilization rate was 94 percent.  The generally accepted designate level for on-street parking utilization is 85 percent.  A land use study and review of the zoning code had indicated the need for between 670-to-2,337 additional parking spaces.  Parking is free and the area is very walkable.
• The study examined how much parking is actually needed to meet growth and development projections.  The theoretical model of land consumption indicates that increases in automobile mode share result in taller buildings and/or fewer activities.  The trend of wider freeways, taller buildings, and activities moving to the suburbs has occurred in many urban areas throughout the country.  In contrast, the street system and buildings in the downtown areas of Hartford and Cambridge have not changed all that much over the past 40-to-50 years.
• The percent of resident commuters from the Census data from 1960 to 2010 was examined for Hartford and the peer cities of Lowell, San Mateo, Alameda, Albany, New Haven, Evanston, Silver Spring, Berkeley, Somerville, and Cambridge.  Hartford experienced an increase in the percent of resident commuters from 1960 to 2000, before a slight decline between 2000 and 2010.  Hartford is in the middle of these peer cities when they are combined.
• The percent of resident commuters by automobile in 2000 was examined.  Cambridge, Berkeley, Somerville, and Evanston had automobile use below 65 percent.  Silver Spring, New Haven, Hartford, Albany, Alameda, San Mateo, and Lowell were classified as high automobile percentages with automobile use over 70 percent.
• The provision of parking in 2000, as measured by square feed per activity, was examined for the same group of cities.  Cambridge had the lowest square feet of parking activity, while Alameda had the highest.  Examining the parking provisions in square feet activity per activity, and automobile use, measured by the percent of commuters, for the same cities indicated a general increase in parking with an increase in the percentage of resident commuters.
• The activity density, as measured by combined residents plus employees per square mile in 2000, was examined for the 11 cities.  Cambridge had the highest levels, as residents and employees are frequently the same.  On the other hand, most employees in Hartford commute to the downtown area from the suburbs.  Examining activity density measured by activities per square mile and automobile use, measured by percent of resident commuters, indicates that activity density is higher at lower levels of automobile use.  This analysis indicates that adding parking may not result in increased activity density.
• The employee density measured by employees per square mile was examined for the 11 cities.  Cambridge experienced a significant increase in employment density, while having the lowest percent of resident commuters among the 11 cities.  Hartford and New Haven both experienced declines in employee density between 1960 and 2000, with commute rates of 83 percent and 88 percent, respectively.
• The findings seem to indicate that high levels of automobile use and parking correspond with fewer activities.  This relationship may not be causal, however.  It appears that cities with the most activities have preserved their urban fabric and provide a range of transportation options.

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Sustainability Performance Measures for El Paso's Transit Corridors

TARA RAMANI, Texas Transportation Institute

Slides [PDF , 909K]

Tara Ramani discussed a project examining sustainability performance measures for transit corridors in El Paso, TX.  She described the project goals and process, the performance measures framework, preliminary measures, and next steps.  Tara covered the following topics in her presentation.

• The overall project goal is to develop a framework to apply sustainability performance measures in transit corridors in El Paso.  The project was funded by the Texas Transportation Institute’s Center for International Intelligent Transportation Research (CIITR), in cooperation with the City of El Paso.  The first phase, which is nearing completion, focuses on identifying appropriate goals, objectives, and measures.  These goals, objectives, and measures will be implementation in the second phase.
• The original concept of sustainable corridors was based on interactive workshops developed for TxDOT.  Information from the recently completed NCHRP project on sustainable performance measures for state departments of transportation and public transportation agencies was used in the project.  The city of El Paso is in the process of implementing rapid transit system (RTS) projects in major travel corridors.
• The first phase of the project has four goals.  These goals are to develop an understanding of sustainability in the context of transit corridors; to identify a framework and approach for performance measurement in the corridors; to develop goals, objectives and performance measures for use in their corridors; and to discuss the application of performance measures with local agencies, policy makers, and the public.
• The project approach focuses on providing an understanding of sustainability and making it relevant to the city’s strategic plan.  An interactive workshop process was used in this approach.  The city of El Paso’s strategic plan was used to develop sustainability goals for RTS, which formed the basis to develop objectives and performance measures for RTS.  The performance measure implementation framework consisted of fundamental components, overarching components, and auxiliary components.
• The principles of sustainability were reviewed as part of the process.  Sustainability entails meeting human needs for the present and future while preserving and restoring environmental and ecological systems; fostering community health and vitality; promoting economic development and prosperity; and ensuring equity between and among population groups and over generations.
• The framework focused on goals, objectives, and performance measures.  The performance measures applications can be quantified individually or index together.  Performance measures applications may be descriptive or evaluative.  They may also focus on accountability, decision making, and communication.
• Transit corridors in El Paso were defined to include terminal nodes and intermediate nodes.  The links consisted of the roadway and general-purpose travel lanes, the RTS facility, which may occupy same physical space as the roadway, and sidewalks and bike lanes.  The influence area, or buffer zone is also part of the transit corridor.
• There are eight RTS sustainability goals.  These goals include reducing automobile dependence, mitigating traffic congestion, improving international mobility, and increasing livability.  Promoting economic development, ensuring system effectiveness and efficiency, promoting equity, and improving the environment are other RTS sustainability goals.
• The RTS sustainability goals were mapped to the four sustainability principles.  A draft performance measure framework was developed.  Objectives were identified for each of the eight RTS sustainability goals.  Indicators and performance measures were developed for each objective.  Data sources and potential targets and benchmark values were also identified.
• One of the objectives associated with the goal to reduce automobile dependence is to shift automobile users to the RTS.  A performance measures associated with this objective is the number of medium/high income users in the RTS corridor influence area.
• One of the next steps in the project is to quantify selected measures for the Mesa corridor in El Paso.  Activities to be conducted in the second phase include identifying the specific applications using the developed goals, objectives and measures, and quantifying the measures and establishing a tracking system for each of the application types.  The pilot applications will also be conducted in the second phase.
• In conclusion, this project illustrates that a performance measurement framework can successfully be adapted for transit corridors.  Goals, objectives and performance measures can be developed for sustainable RTS corridors.  The interactive process and the linkage to the city strategic plan helps ensure support for the plan.  The next steps will be demonstrating the practical application.

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