TCRP H-36: Reinventingthe Interstate: A New 'Paradigm' for Multimodal Transportation Facilities
Dr. Ferrell and Mr. Carroll just concluded leading a team of academic and consulting professionals to identify the transportation facility and land use combinations that lead to successful multimodal highway corridors for the National Academies. This research identified the best practices for combining transit and freeway facilities in the same corridor, which can allow all modesof travel to thrive. Central to this “new paradigm” for multimodal planning isthe concept of creating “segmented travel markets”, where each mode and itssurrounding corridor are designed to give each a competitive advantage vis-à-vis other modes. Therefore, transit oriented development is encouraged around transit stations that are separated from the freeway and its associated traffic. For stations near the freeway, ramps should be designed to “touchdown” as near as possible to the station to encourage freeway-to-transittransfers.
This research also introduced the concept of multimodalcoordination, which states that transit and freeway should be designed to serveseparate corridor travel markets, by either designing the freeway to attract long-haul traffic while the transit line favors short-haul travel, or viceversa. Our survey identified the components and contexts necessary for successful multimodal highway facilities. A typology that describes successful multimodal systems and their surrounding corridors wasdeveloped through a series of interviews, literature searches, and tightly focused quantitative analyses, we identified the significant barriers to thewide application of "new paradigm" multimodal facilities and developed recommendations for overcoming these impediments. The final report will be published within the year and distributed by the National Academies.
Client: Transportation Cooperative Research Program (TCRP), National Academy of Science
Effect of Suburban Transit Oriented Developments onResidential Property Values
The development of successful TODs often encounters several barriers. These barriers include: a lack of inter-jurisdictional cooperation, auto-oriented design that favors park andride lot over ridership generating uses, and community opposition. The community opposition may be more vocal in suburban areas where residents of predominately single-family neighborhoods may feel that the proposed high-density, mixed-use TOD will bring noise, air pollution, increased congestion and crime into theirarea. While community opposition to TODs has been pronounced, very little empirical research exists that indicateswhether this opposition is well-founded. Economic theory suggests that if a TOD has a negative effect on the surrounding residential neighborhoods, then thateffect should lower land prices and in turn, the housing prices in these neighborhoods. Similarly, an increase in the housing prices would mean a positive effect of TODs on the surrounding neighborhoods.
Dr. Ferrell, collaborating with Professor Shishir Mathur at San Jose State University, empirically estimated the impact of four San Francisco Bay Area suburban TODs on single-family home sale prices. The study finds that the case study suburban TODs either had no impact or had a positive impact on the surrounding single-family home sale prices.