Abstract
N/A
research report
N/A
research report
Can pricing roads really help reduce congestion? One way to answer this question is to ask if not pricing roads causes congestion. This essay makes that case and does so by demonstrating the general principle that when goods are underpriced, shortages result, and congestion is essentially a shortage of road space. People react and adjust in many ways to shortages, but accurate pricing is the only reliable way to end a shortage caused by mispricing. I illustrate this concept with oil and gasoline price controls. In the 1970s, the United States inadvertently created a gasoline shortage by mispricing gasoline, and in response to that shortage made a series of increasingly complicated and largely ineffective adjustments. While today most people agree that these gasoline price controls were unwise, an analogous situation persists on our roads, which most people tacitly accept.
research report
Transportation scholars regularly argue that congestion pricing is the only reliable way to reduce road traffic congestion. The public often resists this advice, often out of confusion about how pricing would work, concern about whether it would be fair, and a belief that some other, less politically explosive approach might work just as well. This explanatory essay addresses some of those common concerns.
website
research report
The paper asks how place-based transportation plans are being evaluated, and what insights from the broader policy and plan evaluation research literature might inform evaluation design. We complement a review of the evaluation literature with six expert interviews with 15 people. We find that California agencies and their community partners have high expectations for evaluations of place-based transportation plans. So far, however, those evaluations have been less successful in providing detailed information on outcomes and the causal impact of interventions. This does not reflect the shortcomings of the evaluation teams, but rather the inherent challenges in holistically assessing a diverse set of projects on different implementation timelines in a project area with porous boundaries. There is also a fundamental difficulty with the evaluation scale. California’s place-based transportation plans have often been evaluated individually. But in general, evaluations, particularly quantitative causal inference methods, are most effective with a larger number of projects or sites. We suggest a two-pronged approach to addressing the tensions that we identify between place-specific knowledge and generalizable conclusions. The first prong, at the site level, would emphasize process evaluations and assessment of outputs and outcomes. The second prong would focus on impacts across multiple sites and the extent to which place-based transportation programs have a causal role.
other
policy brief
During the 2010s, public transit ridership declined significantly across the U.S., including in California. Over the same period, though, transit funding steadily increased each year. These two trends created challenging conditions for transit operators, which were losing riders despite expanding service. Then, the COVID-19 pandemic pushed transit ridership to historic lows. Though some riders have returned, transit’s ridership recovery has been highly uneven.UCLA researchers examined where, how, and why transit ridership and operations have changed during the pandemic by analyzing National Transit Database data, reviewing relevant academic literature, and conducting interviews with transit managers. While both the demand for and supply of transit have changed throughout the pandemic, long-established strategies for better service and increasing ridership still stand: improving reliability, frequency, and safety for users
policy brief
Researchers at the University of California, Irvine, are looking into what may become the “new normal” in work and work-related travel and the consequences that could have on traffic conditions, efforts to address climate change, and the future of our urban areas, as well as our daily lives. They find, for instance, that current research is largely equivocal about the consequences of telecommuting on where individuals choose to live, their day-to-day travel, and urban/metropolitan development. Equally unclear is how increased telecommuting may impact efforts to create more sustainable and inclusive communities. In light of this uncertainty, they suggest planners and researchers need to pay more attention to the changing nature of urban commuting and how it can play an important role in shaping a more desirable future.
research report
The COVID-19 pandemic has generated renewed interest in how telecommuting can alter the workings of cities and regions, but there is little guidance on how to align planning practice with the new reality. This report synthesizes the research on telecommuting and its consequences to help planners better understand what effects may occur from the proliferation of telecommuting and what lessons can be drawn from research findings. Emphasis is on the broad relevance of telecommuting to many domains of planning, including housing, land use, community development, and inclusive place-making, while attention is paid to changes in travel demand, vehicle miles traveled (VMT), and greenhouse gas emissions. The research suggests that telecommuting can occur in a variety of ways, and its impacts are largely dependent not only on the type/schedule of telecommuting but also on the built environment, transit accessibility, and other amenities/opportunities the location provides. The varying impacts reported in the research can be seen as an encouragement for planners to actively create a better future rather than merely responding to the rise of telecommuting. Given the breadth of telecommuting’s impacts, systematic coordination across various planning domains will be increasingly important. This report also calls for collaboration across cities to guide the ongoing transformation induced by telecommuting not in a way that leads to more residential segregation but in a way that provides more sustainable and inclusive communities.
policy brief
After a century of almost continuous growth in vehicle travel in the U.S., the first decades of the 21st century saw vehicle miles traveled (VMT) per capita fall slightly, from 9,963 in 2003 to 9,937 in 2019. While some of the decline can be attributed to the Great Recession of 2007-2010, VMT did not fully rebound following the economic recovery. A much slower recovery from the recession among young people, more stringent driver’s licensing rules, rising preferences for dense urban living, high gas prices, an aging population, rising environmentalism, and the near saturation of vehicle ownership1 have all been proffered as possible explanations, but these don’t tell the whole story. In a new study, researchers at Clemson University and the UCLA Institute of Transportation Studies suggest we may be seeing a fundamental change in the demand for out-of-home activities that drive vehicle travel. Using data from the American Time Use Survey (ATUS) collected between 2003 and 2019, the authors propose that the fundamental cause of declining per capita travel time is an underlying reduction in the demand for out-of-home activities, driven in part by spectacular advancements in information and communications technology