session 9- "how the pilot program’s research design will meet the congressional reporting...

8/6/2019 Session 9- "How the Pilot Programs Research Design will meet the Congressional reporting requirements of Section 1807" by William Lyons

1/13

Policy Session:

NTPP Overview TRB NTPPWorkshop

William M. LyonsJanuary 11, [email protected]


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2

Presentations: NTPP Overviews

Planning (Session B)1. Goals of Program

2. Challenges

3. Collaborative Approach4. Program Evaluation

5. Community-level vs. Project Evaluation

Policy (Session C)

1. Congressional reporting requirements2. NTPP focus and approach

3. Challenges: NTPP and Nonmotorized in general


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3

Nonmotorized Pilot Program

Established under Section 1807, SAFETEA-LU

to demonstrate the extentbicycling andwalking can carry a significant portion of the

transportation load and represent a majorportion of the transportation solution.


4/13

Nonmotorized Transportation Pilot Program

5/13/2011 4

Section 1807 Calls for Data on Changes Motor vehicle usage

Nonmotorized transportationusage

Public transportation usage Congestion

Energy usage

Frequency: bicycling & walking

Connectivity to community

activity centers Health, and

Environment


5/13


5/13/2011 5

PHASE 1: BASELINE ASSESSMENT (UMN)

NTPP

Results

to Report

in Final

Report

PHASE 2: PROJECT EVALUATIONS (PILOTS, Volpe

Center, & CDC)

PHASE 3: BOOKEND ASSESSMENT (UMN)

PHASE 4: SYNTHESIS & ANALYSIS OF PHASES 1/3 (UMN)

COMPREHENSIVE ANALYSIS AND SYNTHESIS

PHASE 5: COMMUNITY COUNTS/SURVEYS (Pilots,

ALTA, Volpe)

OTHER (TBD)

Components of Evaluation


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5/13/2011 6

Community Level Indicators: the Ideal

Data Element Use / Description

Mode split Percent and trips per day/year

Walking and biking trip length Average and derived totals

Walking and biking trip time Average and derived totals forphysical activity

Walking and biking trip purpose Utilitarian and non-utilitarian

Avoided VMT To derive energy and CO2 savings

Nonmotorized transfers to transit Numbers and linked trip length(NM within multimodal system)


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A VMT is not a VMT is not a VMTFrom: Transport for London, D. Hawkett


8/13

8

A VMT is not a VMT is not a VMT

(emissions factors) (from Transport for London,D.

Hawkett)

C

2 (

km )

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# $

%

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Dri 8 e c 9 c @ e & conditions

C 2 Comparison of ord ocus o er different dri e c c es & conditions

A 3

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%

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6 6%

4 3

0

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A 3

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%

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9/13


5/13/2011 9

British Framework: Another approach Gold standard evaluation framework

Comparing multimodal alternatives

Monitoring/assessing results

Cost-Benefit Analysis (broad benefits)

Monetize benefits Segregated track = $0.09/minute

On-road non-segregated lane = $0.04/minute

Secure parking = $1.35/user

Pedestrian signage = $0.10/kilometer


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5/13/2011 10

UK Guidance on Appraisal

Indicators in economic appraisal of walking cycling

Indicator Used to Appraise

Cycling and walking users Ambience (perception, stress)

New individuals cycling or walking Health (physical fitness)

Car kilometers saved Accidents

CO2 emissionsFuel tax revenue

Travel time (decongestion)

Commuter trips generated Health (absenteeism)


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11

Policy challenges: NTPP and NM in general

From positive .to howpositive?1. Quantify to compete

Essential to quantify results,

but:1. Limits of avoided VMT

2. And what about cap/op costs?

Program structure and

available methods limit policyconclusions


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12

OtherInsights: Project foc s

Health: CDC studies

Equity: access forunderserved communities(Minneapolis)

Reduced VMT from:

1. Travel marketing2. Bike sharing

3. Bike Boulevards

4. NM links to transit

NTPP will measure resultsagainst policy goalsbut

may be least useful offindings


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13

OtherInsights

Design of future pilot programs

Priorities for improving evaluation methods

Planning and policy profiles

1. Mainstreaming NM in planning process Importance of evaluating NM:

o As part of multimodal system (linked trips)

o As part of larger built environment

o Over a long time horizon

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