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Using Geographic Information Systems (GIS) to Provide Technical Assistance on Safe Routes to School in Rural Communities in Florida
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Abstracts / Journal of Transport & Health 9 (2018) S1–S37
2422
"Rur-Ban" Rail-Trail Business Impact: Case Study of the Mon River Trails System in West Virginia, USA n
Christiaan Abildso , Tom Bias, Jessica Coffman West Virginia University School of Public Health, Morgantown, WV, USA
Background: The Mon River Trails System (MRTS) is a network of 48 miles of trails in north central West Virginia that has been in operation in-whole or in-part since 1998. It runs through the rural core city of Morgantown - a densely populated town with a large university and strong economy that is surrounded by an historically rural landscape and culture (a "rur-ban" area). Rail-trails have a multitude of potential community benefits, including economic - expanded tourism, redevelopment of blighted industrial areas, and the creation of a sense of place. As rural trails such as the MRTS mature, localities are working creatively to spur investment along and near these trails. Much can be learned for future long-distance trail projects from mature trails such as the MRTS that traverse isolated rural to large rural core town areas. Thus, the purpose of this project was to conduct a case study assessment of the business impact of the MRTS and identify the lessons learned that may be applicable in other rural core settings. Methods: Our study was guided by six research questions which will be described during the presentation. We collected the following data: Surveys (n¼61) from businesses within four blocks of the trail; Interviews of 17 business owners that opened since trail construction; Interviews of 2 business owners that located their business on the trail after it was built but did not stay; Assessed values of properties within one block of the trail, dating back to pre-construction (1994–2016); Focus group with local government, trail advocacy, and visitors’ bureau representatives; and Focus group with directors & county officials in charge of three local Tax Increment Financing (TIF) districts. Results: In combination, the multiple sources of data highlight three key points: Unlike many other trails studied to date, the MRTS is a local transportation and recreation hub, not a tourism-driven trail; The trail has a multitude of secondary community benefits, including social space, an event location for non-profits, resident and workforce recruitment and retention; and Median property values (including land and building) along the trail have increased 172.6% since 2004; relative to a 68.3% in countywide median home values. Conclusions: Practice Implications: Proper trail development requires collaborative public-private planning, creative funding, and incentives for economic development from the outset. More details about the benefits of the MRTS and implications, including policy and economic development suggestions, will be presented. http://dx.doi.org/10.1016/j.jth.2018.05.089
2436
Using Geographic Information Systems (GIS) to Provide Technical Assistance on Safe Routes to School in Rural Communities in Florida n
Ruth Steiner ,1, Laura Dedenbach 2, Xi Chen 2, Austen Dole 2, Seth Wood 2 1 2
University of Florida - Urban and Regional Planning University of Florida, Gainesville, FL, USA
Background: Rural areas tend to receive less funding and lower priority, which results in their having much more limited resources for a variety of infrastructure needs to support active living. They also face many more challenges when developing proposals for grant assistance to support active living initiatives. To qualify for grants, counties are required to prepare proposals containing information gathered from many sources. In other cases, obtaining technical assistance in gathering and producing the data using different methodologies is a critical part of the proposal process. Coordination among these stakeholders can be a challenging task. The
Abstracts / Journal of Transport & Health 9 (2018) S1–S37
S31
University of Florida (UF) Center for Health and the Built Environment has received a grant to provide technical assistance for rural areas to develop proposals for state funding for the Safe Routes to School (SRTS) program. The UF team is also coordinating across maintaining agencies, and other constituencies, and conducting public outreach and site analysis to develop the grant applications. Our proposal includes funding for the continued development of technical assistance, methodologies and coordination. Methods: The UF team has developed a GIS methodology to more efficiently identify schools of highest priority to receive grant funding throughout the state of Florida. The GIS analysis focused on three areas throughout the State of Florida: Rural Economic Development Initiative (REDI) Counties, Small Towns & Rural Areas in Rural-Urban Commuting Areas (RUCA), in FDOT districts 1, 2 and 3, and lastly unclassified areas which exclude REDI, RUCA, urbanized areas, and conservation lands. Results: So far, our analysis has pinpointed 873 schools - 390 of the schools were in REDI counties, 94 in RUCA areas, and 389 in unclassified areas. The team's analysis uses an estimate of the affected student population, which was determined by a student generation rate (SGR), as well as the number of dwelling units that lie within the school buffer and school buffer clusters. The statewide analysis also took into consideration annual daily traffic data, existing sidewalk coverage, and crash data that involved pedestrians and bicyclists. Conclusions: Increasing the amount and availability of technical assistance to rural communities is an initiative that needs continual development. Continuing efforts, such as using the statewide GIS analysis to establish county-wide priorities are vital to establishing investment in active transportation for rural communities throughout the country. By creating a model to highlight the rural areas that require the most need, we can efficiently move forward offering aid and assistance. http://dx.doi.org/10.1016/j.jth.2018.05.090
2437
Connecting Cycling to Transit: A Typology of Toronto Region Commuter Rail Passengers n
James Schofield , Raktim Mitra Ryerson University, Toronto, ON, Canada
Highest Scoring Abstract: Undergraduate/Masters
Background: Nearly one in four trips to commuter rail stations in the Toronto region are between one and five kilometers in length – a reasonable distance for cycling. Yet only 1% of passengers arrive by bike, with the majority (62%) of nearly 100,000 daily passengers driving and parking at a station. A sixteen-billion-dollar investment in enhanced rail service is expected to double current train ridership. To support this growth, it is necessary to increase the use of non-parking-dependent station access modes. Cycling has potential to be a sustainable alternative for short station access trips, while also promoting superior health outcomes associated with a more active lifestyle. This study develops a cycling typology of passengers to foster a better understanding of customer perceptions and to identify customer segments who may be willing to cycle to the station. Methods: Passengers intercepted at three suburban commuter rail stations were invited to complete an online survey (n ¼ 300). Drawing on proven cycling determinants from the literature, the survey assessed willingness to cycle in adverse weather, the importance of end-of-trip facilities, comfort cycling on various types of infrastructure, and other personal identity and societal factors. A principal component analysis of the survey data followed by k-means cluster analysis was used to develop a typology of respondents. Results: Using six factors derived from 17 survey variables, four distinct types of cyclists were identified: Allaround cyclists (10%) most frequently cycle for transportation purposes and are most comfortable cycling in adverse weather conditions. Recreational cyclists (29%) frequently cycle for recreation but rarely for transportation purposes and are more comfortable on low-stress facilities such as paths, residential streets, and protected bike lanes than on busy roads. The safety-conscious (33%) do not frequently cycle, but express comfort with low-stress facilities. Finally, the facility-demanding (28%) express the strongest support for endof-trip facilities and are least likely to agree that cycling is a practical way to reach the station. Nearly all (95%)
Abstracts / Journal of Transport & Health 9 (2018) S1–S37
2422
"Rur-Ban" Rail-Trail Business Impact: Case Study of the Mon River Trails System in West Virginia, USA n
Christiaan Abildso , Tom Bias, Jessica Coffman West Virginia University School of Public Health, Morgantown, WV, USA
Background: The Mon River Trails System (MRTS) is a network of 48 miles of trails in north central West Virginia that has been in operation in-whole or in-part since 1998. It runs through the rural core city of Morgantown - a densely populated town with a large university and strong economy that is surrounded by an historically rural landscape and culture (a "rur-ban" area). Rail-trails have a multitude of potential community benefits, including economic - expanded tourism, redevelopment of blighted industrial areas, and the creation of a sense of place. As rural trails such as the MRTS mature, localities are working creatively to spur investment along and near these trails. Much can be learned for future long-distance trail projects from mature trails such as the MRTS that traverse isolated rural to large rural core town areas. Thus, the purpose of this project was to conduct a case study assessment of the business impact of the MRTS and identify the lessons learned that may be applicable in other rural core settings. Methods: Our study was guided by six research questions which will be described during the presentation. We collected the following data: Surveys (n¼61) from businesses within four blocks of the trail; Interviews of 17 business owners that opened since trail construction; Interviews of 2 business owners that located their business on the trail after it was built but did not stay; Assessed values of properties within one block of the trail, dating back to pre-construction (1994–2016); Focus group with local government, trail advocacy, and visitors’ bureau representatives; and Focus group with directors & county officials in charge of three local Tax Increment Financing (TIF) districts. Results: In combination, the multiple sources of data highlight three key points: Unlike many other trails studied to date, the MRTS is a local transportation and recreation hub, not a tourism-driven trail; The trail has a multitude of secondary community benefits, including social space, an event location for non-profits, resident and workforce recruitment and retention; and Median property values (including land and building) along the trail have increased 172.6% since 2004; relative to a 68.3% in countywide median home values. Conclusions: Practice Implications: Proper trail development requires collaborative public-private planning, creative funding, and incentives for economic development from the outset. More details about the benefits of the MRTS and implications, including policy and economic development suggestions, will be presented. http://dx.doi.org/10.1016/j.jth.2018.05.089
2436
Using Geographic Information Systems (GIS) to Provide Technical Assistance on Safe Routes to School in Rural Communities in Florida n
Ruth Steiner ,1, Laura Dedenbach 2, Xi Chen 2, Austen Dole 2, Seth Wood 2 1 2
University of Florida - Urban and Regional Planning University of Florida, Gainesville, FL, USA
Background: Rural areas tend to receive less funding and lower priority, which results in their having much more limited resources for a variety of infrastructure needs to support active living. They also face many more challenges when developing proposals for grant assistance to support active living initiatives. To qualify for grants, counties are required to prepare proposals containing information gathered from many sources. In other cases, obtaining technical assistance in gathering and producing the data using different methodologies is a critical part of the proposal process. Coordination among these stakeholders can be a challenging task. The
Abstracts / Journal of Transport & Health 9 (2018) S1–S37
S31
University of Florida (UF) Center for Health and the Built Environment has received a grant to provide technical assistance for rural areas to develop proposals for state funding for the Safe Routes to School (SRTS) program. The UF team is also coordinating across maintaining agencies, and other constituencies, and conducting public outreach and site analysis to develop the grant applications. Our proposal includes funding for the continued development of technical assistance, methodologies and coordination. Methods: The UF team has developed a GIS methodology to more efficiently identify schools of highest priority to receive grant funding throughout the state of Florida. The GIS analysis focused on three areas throughout the State of Florida: Rural Economic Development Initiative (REDI) Counties, Small Towns & Rural Areas in Rural-Urban Commuting Areas (RUCA), in FDOT districts 1, 2 and 3, and lastly unclassified areas which exclude REDI, RUCA, urbanized areas, and conservation lands. Results: So far, our analysis has pinpointed 873 schools - 390 of the schools were in REDI counties, 94 in RUCA areas, and 389 in unclassified areas. The team's analysis uses an estimate of the affected student population, which was determined by a student generation rate (SGR), as well as the number of dwelling units that lie within the school buffer and school buffer clusters. The statewide analysis also took into consideration annual daily traffic data, existing sidewalk coverage, and crash data that involved pedestrians and bicyclists. Conclusions: Increasing the amount and availability of technical assistance to rural communities is an initiative that needs continual development. Continuing efforts, such as using the statewide GIS analysis to establish county-wide priorities are vital to establishing investment in active transportation for rural communities throughout the country. By creating a model to highlight the rural areas that require the most need, we can efficiently move forward offering aid and assistance. http://dx.doi.org/10.1016/j.jth.2018.05.090
2437
Connecting Cycling to Transit: A Typology of Toronto Region Commuter Rail Passengers n
James Schofield , Raktim Mitra Ryerson University, Toronto, ON, Canada
Highest Scoring Abstract: Undergraduate/Masters
Background: Nearly one in four trips to commuter rail stations in the Toronto region are between one and five kilometers in length – a reasonable distance for cycling. Yet only 1% of passengers arrive by bike, with the majority (62%) of nearly 100,000 daily passengers driving and parking at a station. A sixteen-billion-dollar investment in enhanced rail service is expected to double current train ridership. To support this growth, it is necessary to increase the use of non-parking-dependent station access modes. Cycling has potential to be a sustainable alternative for short station access trips, while also promoting superior health outcomes associated with a more active lifestyle. This study develops a cycling typology of passengers to foster a better understanding of customer perceptions and to identify customer segments who may be willing to cycle to the station. Methods: Passengers intercepted at three suburban commuter rail stations were invited to complete an online survey (n ¼ 300). Drawing on proven cycling determinants from the literature, the survey assessed willingness to cycle in adverse weather, the importance of end-of-trip facilities, comfort cycling on various types of infrastructure, and other personal identity and societal factors. A principal component analysis of the survey data followed by k-means cluster analysis was used to develop a typology of respondents. Results: Using six factors derived from 17 survey variables, four distinct types of cyclists were identified: Allaround cyclists (10%) most frequently cycle for transportation purposes and are most comfortable cycling in adverse weather conditions. Recreational cyclists (29%) frequently cycle for recreation but rarely for transportation purposes and are more comfortable on low-stress facilities such as paths, residential streets, and protected bike lanes than on busy roads. The safety-conscious (33%) do not frequently cycle, but express comfort with low-stress facilities. Finally, the facility-demanding (28%) express the strongest support for endof-trip facilities and are least likely to agree that cycling is a practical way to reach the station. Nearly all (95%)