Upload
cuthbert-houston
View
214
Download
0
Tags:
Embed Size (px)
Citation preview
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
3rd International Conference on Roundabouts
NATHAN P. BELZ, M.S., E.I. University of Vermont, Transportation Research CenterBurlington, VT 05405-1757Phone: (802) 656-5539Email: [email protected]
LISA AULTMAN-HALL, Ph.D.University of Vermont, Transportation Research CenterBurlington, VT 05405-1757Phone: (802) 656-1312Email: [email protected]
Paper #IRC-0034 May 18, 2011
ROUNDABOUT OPPOSITION AND THE BUILT ENVIRONMENTExploring Trends in Maine, New Hampshire and Vermont
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
2BACKGROUND
Roundabouts have many benefits over conventional intersections, yet public and political challenges to implementation still exist in the United States
Right-of-way
Cost
Accommodation(safety vehicles)
Technical Constraint
s
Public Opposition
?
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
3BACKGROUND
Negative experiences with traffic circles
Inability to discern between traffic circles,
rotaries and roundabouts
Stigma surrounding roundabouts
OPPOSITION Lack of exposure
Loss of a familiar landscape
Hesitance towards change
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
4BACKGROUND
How do we deal with the issue of public acceptance? (Elephant in the room… )
Need a better understanding of
1. Factors contributing opposition2. Community types
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
5BACKGROUND
Behaviors and attitudes of individuals within a local area have a strong influence on the types of changes that occur within their neighborhoods.
There exists a relationship between design and behavior which will dictate the future environment of that neighborhood.
Neighborhood Design Residents’ Behavior
Large body of research on how urban form affects transportation use.
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
6BACKGROUND
A LOT of questions:
1. Why do some things take off and others do not? (social construction component)
2. Why are some states building numerous roundabouts and not others?
3. Why do some communities embrace the conversion of standard intersections to roundabouts and others do not?
Transportation System
Neighborhood Characteristics
Differential Success
Space Time
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
7OBJECTIVES
Explore spatial relationships between rejected roundabouts and the following factors:
DEMOGRAPHICS
BUILT ENVIRONMENT
PUBLIC ATTITUDE AND BEHAVIOR
TRANSPORTATION
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
8REASEARCH QUESTIONS
Research Questions:
1. Which variables affect the probability of roundabout rejection
2. What role do certain attitudes and landscape patterns play in roundabout rejections
A better understanding of the types of communities where roundabouts have been well received is essential in order to
a) Better allocate resources and efforts for public education and outreachb) Select new sites for roundabouts that are likely to have minimal opposition
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
9DATA
DATA
1. Built environment and transportation variablesa. National Land Cover Database (NLCD)b. Nielson Database of Business Locationsc. Road Link Network
i. AADTii. Intersection Densityiii. Average Block Length
2. Demographic variablesa. US Census Bureau Block Group Data
i. Population Density (SF1)ii. Housing Density (SF1)iii. Income (SF3)iv. Education (SF3)v. Age (SF1)
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
10DATA
DATA (cont.)
3. Public attitudes, perceptions and behavioral variablesa. New England Transportation Institute Survey
i. Importance of a walkable neighborhoodii. Feel that their own neighborhood is walkableiii. Own emissions contribute to climate changeiv. Feel biking is dangerousv. Self-reported residential location
4. Roundabout/traffic circle location and attributes
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
11METHODS
AUGUSTABURLINGTON
MANCHESTER
MONTPELIER
CONCORD
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
12METHODS
New England Transportation Survey Points
(N= 3557)
Business Points(N=187216)
BURLINGTON
MONTPELIER AUGUSTA
CONCORD
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
13METHODS
GIS generation of spatial variables for regression model
Demographics
Attitudes and Perceptions
Transportation
Roundabouts
Land Use
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
14METHODS
By Point:
1. Attitudes2. Demographics
By Service Area:
3. Transportation4. Land use
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
METHODS 15
Emissions Attitude Biking AttitudeWalkability Attitude
Kriging NETS data
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
METHODS 16
Area Type
Kriging NETS data
Moran’s I = 0.637
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
17DATA
TABLE 1 General roundabout variables
Variable Description Unitsrndtb_acc Dummy variable for accepted roundabout binary (0, 1)rndtb_rej Dummy variable for rejected roundabout binary (0, 1)
state_me Dummy variable for roundabout in State of Maine binary (0, 1)state_nh Dummy variable for roundabout in State of New Hampshire binary (0, 1)state_vt Dummy variable for roundabout in State of Vermont binary (0, 1)
owner_priv Dummy variable for privately owned roundabout binary (0, 1)owner_city Dummy variable for city owned roundabout binary (0, 1)owner_state Dummy variable for state owned roundabout binary (0, 1)
num_years Elapsed time since first roundabout in state # of yearsnum_lanes Number of lanes in the roundabout # of lanescirc_dist Distance to nearest traffic circle miles
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
18DATA
TABLE 2 Transportation and built environment variables
Variable Description Unitsbus_dens Business density in the roundabout service
area# of businesses per acre
dev_low Amount of low intensity development in the roundabout service area
percent of total service area
dev_med Amount of medium intensity development in roundabout service area
percent of total service area
dev_high Amount of high intensity development in roundabout service area
percent of total service area
int_dens Intersection density in the roundabout service area
# of intersections per square-mi
avg_block Average block length in the roundabout service area
miles
avg_AADT Average AADT within the service area (for road links with AADT data)
# of vehicles per day
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
19DATA
TABLE 3 Demographic variables
Variable Description Unitspop_dens Population density of the block group in
which roundabout is located# of persons per square-mile
pop_var Variation (standard deviation) in population density of block group in which roundabout is located
# of persons per square-mile
inc_avg Average household income of group in which roundabout is located
dollars (in thousands)
educ_hs High school education level of block group in which roundabout is located
percent complete
educ_bach College education level of block group in which roundabout is located
percent complete
age_avg Average age of residents of block group in which roundabout is located
years
age_var Age variation (standard deviation) of residents of block group in which roundabout is located
years
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
20DATA
TABLE 4 Transportation and built environment variables
Variable Description Unitswalk_imp Importance of a walkable neighborhood importance scale: 1 to 7
walk_percep Perceived walkability of neighborhood agreement scale: 1 to 7
emiss_percep Perceived emissions contribution to climate change from personal vehicle
agreement scale: 1 to 7
bike_percep Perceived safety of biking
agreement scale: 1 to 7
car_user Perception of whether respondent deems his/herself a dedicated car user
agreement scale: 1 to 7
loc_percep Perceived residential location type city (1) to rural (5)
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
RESULTS 21
Variable Mean Std. Deviation t-stat sig.
Emissions Attitude3.3 0.002Existing 5.6 0.36
Rejected 5.2 0.49
Biking Attitude3.9 0.000Existing 3.8 0.39
Rejected 3.3 0.47
Walkability Attitude3.5 0.001Existing 6.3 0.37
Rejected 6.0 0.40
Area Type Perception-2.3 0.012Existing 3.3 0.79
Rejected 3.7 0.66
Business Density (half-mile)2.4 0.020Existing 419.6 231.3
Rejected 260.2 293.9
Intersection Density (quarter-mile)*-2.5 0.015Existing 144.7 125.5
Rejected 235.1 160.2
Average Block Length (one-mile)*-2.3 0.021Existing 392.6 103.4
Rejected 455.4 111.2N(exist) = 42, N(rej) = 28
* Indicates significant correlation
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
RESULTS 22
-2 Log Likelihood = 39.667MODEL 1
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
RESULTS 23
-2 Log Likelihood = 43.291MODEL 2
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
CONCLUSIONS 24
a. areas where biking is felt to be (more) dangerousb. areas more aware of emissions contributionsc. areas that are perceived to be more walkable
Lower intersection density and rural
areas are more likely to be opposed to
roundabouts
Higher business densities indicate
acceptance of roundabout is more
likely
Small changes in attitude result in large changes in
likelihood of roundabout rejection
ATTITUDES (a. b. c.)
CHANGE
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
FUTURE and CONTINUING WORK 25
Model Refinement
Development of “Opposition Index”
“Big Picture” Policy Take-Away
UNIVERSITY OF VERMONTTRANSPORTATION RESEARCH CENTER
ACKNOWLEDGEMENTS 26
Collaboration with: Dr. Brian LeeAssistant Professor, UVM SoE
James Sullivan, P.E.Research Engineer, UVM TRC
Data and Information from: Vermont Agency of TransportationMaine Department of TransportationNew Hampshire Department of TransportationNew England Transportation Institute
Several RPCs and MPOs