Information 2 - Metropolitan Council

Accessibility and the
Allocation of Time
Martin Brosnan
David Levinson
1
Travel Behavior Over
Time
•
Using Metropolitan Council’s TBI
1990-2010
•
Study how travel in the Twin Cities Metro is
changing
•
Implications for engineers and planners
2
Time Spent at Home
1440
Male Workers
Female Workers
Male Nonworkers
Female Nonworkers
Minutes
1080
720
360
0
1990
2000
2010
Year
3
Time Spent at Work
1440
Male
Minutes
1080
720
360
0
1990
2000
2010
Year
4
Female
Time Spent Other
1440
Male Workers
Female Workers
Male Nonworkers
Female Nonworkers
Minutes
1080
720
360
0
1990
2000
2010
Year
5
Time Spent Shopping
120
Male Workers
Female Workers
Male Nonworkers
Female Nonworkers
Minutes
90
60
30
0
1990
2000
2010
Year
6
Time Spent Traveling
120
Minutes
90
60
30
0
1990
2000
Year
Female Workers
Female Nonworkers
Male Workers
Male Nonworkers
7
2010
Travel Times to Work
120.0
Minutes
90.0
60.0
30.0
0.0
1990
2000
2010
Year
Male
Female
8
Travel Times to Shopping
120.0
Minutes
90.0
60.0
30.0
0.0
1990
2000
Year
Female Worker
Female Nonworker
Male Worker
Male Nonworker
9
2010
Travel Times to Other
120.0
Minutes
90.0
60.0
30.0
0.0
1990
2000
Year
Female Worker
Female Nonworker
Male Worker
Male Nonworker
10
2010
Travel Distance to Work
20.0
Km
15.0
10.0
5.0
0.0
1990
2000
2010
Year
Male
Female
11
Travel Distances to Shopping
20.0
Minutes
15.0
10.0
5.0
0.0
1990
2000
Year
Female Worker
Female Nonworker
Male Worker
Male Nonworker
12
2010
Travel Distances to Other
20.0
Minutes
15.0
10.0
5.0
0.0
1990
2000
Year
Female Worker
Female Nonworker
Male Worker
Male Nonworker
13
2010
What is Causing Changes?
Hypotheses:
Economy
Technology
Employment
Work at Home
Gas Prices
More shopping done
online
Licensing is harder
Easier to communicate
not in-person
Culture - Millennials
don’t like cars
14
Conclusion
Travel times by purpose are
relatively stable, though
distances are increasing
Accessibility relationships to
commute duration are
relatively stable over time
Number of trips is dropping
Time spent at work related to
commute duration
Total time spent traveling is
decreasing
Total Vehicle Kilometers
Traveled (VKT) is decreasing
16
Transit Service Quality and Transit Use
Travel Behavior Over Time
Research Question:
Did the relationship between
transit service and transit use
change between 2000 and 2010?
Person-level walk-ride model
30,000
30,286
In TBI
28,137
In 7-County metro
25,000
Within walk & ride catchment area
In walk & ride model
In model, Used Transit
20,000
15,000
18,114
14,671
11,771
10,000
11,567
8,399
4,892
5,000
792 (6.2%)
231 (4.7%)
0
2000
2010
Relationships to transit use in 2000 & 2010
Transit availability variables
Meters to Nearest Stop
Served by Hi-Frequency Bus
Served by Express Bus
Served by Limited-Stop Bus
Served by Light Rail
Served by Commuter Rail
2000
-
2010
-
+
++
++
++
Land Use variables
Population Density
% Retail Land Use
% Office/Institutional Land Use
2000
+
2010
+
Socio-demographic variables
Children Under 6 in Household
Children 6-17 in Household
One-Person Household
Fewer Cars than Drivers
Licensed Driver
Student
Worker
Household Income
Female
Age Under 18
Age 40-64
Age 65 and Over
2000
-
2010
++
++
--
++
++
-+
++
-
++
+
--
--
Significant changes in relationships
(2000-2010)
2000
Population Density
+
Children Under 6 in Household
Licensed Driver
-Female
+
Household Income
2010
+
--
Change
Weaker
Weaker
Weaker
Weaker
Stronger
All other relationships remained the same.
Key points
No significant change in the
transit service and transit
use relationship, but
the relationship remains
positive and proximity to
rail strongly positive in
2010.
Decline of car access as negative for transit use
Decline of children as
negative for transit use
Thank you!
Contacts:
Yingling Fan
(612) 626-2930
yingling@umn.edu
Andrew Guthrie
(612) 624-2082
guth0064@umn.edu