Transportation Equity Research Articles

Parking futures: Shared automated vehicles and parking demand reduction trajectories in Atlanta

The coming of automated vehicles (AVs) and Mobility-on-Demand (MoD services) is expected to reduce urban parking demand and correspondingly alter the urban parking landscape in a significant way. Multiple modeling efforts have already demonstrated that Shared AVs (SAVs) have promising potential to decrease urban parking demand. However, previous studies have only examined SAV parking demand at one point in time, with various market penetrations. It remains unclear what the demand reduction trajectory will be like during the transition period when there is a mix of SAVs, Privately-Owned AVs (PAVs), Shared Conventional Vehicles (SCVs), and Conventional Private Vehicles (CPVs). This study fills this gap by developing an agent-based simulation model to examine the spatially and temporally explicit parking reduction trends with mixed travel modes from 2020–2040. The results indicate that in the most optimal AV and MoD adoption scenario, the parking demand will decrease by over 20% after 2030, especially in core urban areas. Meanwhile, the parking demand in residential zones may double, which could lead to transportation equity concerns. Additionally, parking relocation may also induce environmental issues by generating a considerable amount of empty Vehicle Miles Traveled (VMT). To reap the benefits brought by AVs and MoD systems and to mitigate the accompanying social and environmental issues, our results suggest that proactive policymakers in the next decade will need to modify land use regulations for both new developments and existing parking infrastructure in commercial and residential zones, as well as update travel demand management policies.

Complete Streets and Implementation in Small Towns

As our transportation networks and infrastructure have become more and more focused on automobiles, we have seen a number of problems, such as traffic congestion, environmental damage, and health concerns. To combat this issue, there is a growing movement towards complete streets, which allow equal access for all modes of transportation. A large portion of this article extensively explores the concept of complete streets from both an international and domestic (US) perspective. In doing so, we identify many different ways cities across the world have implemented complete streets or increased transportation equity, which has led to a multitude of societal benefits. However, the report also notes that most of these improvements have been made in urban settings, where it is easier to implement complete streets due to existing infrastructure, smaller distance between destination places, and ample financial resources. Complete streets are much more difficult to implement within small towns in rural settings, which is problematic since these residents often have the least opportunity to use active transportation modes. The final section of the report identifies these challenges within rural communities, offers suggestions regarding complete street planning in these areas, and provides an in-depth process for implementing complete streets in small towns.

A Case Study of Complete Streets Application in a Small Town

As research and evidence regarding the benefits of complete streets are growing, more and more communities are undertaking complete streets initiatives to increase transportation equity for their residents. This is especially vital for small towns, which often have the least opportunity for alternate transportation modes. The present article details a complete streets implementation procedure specific to the Town of Millsboro, Delaware, U.S.A. In this article, the current Millsboro Comprehensive plan is reviewed, followed by steps for planning, communication, and creation regarding various complete streets methods. The information presented in this document, along with the resources referenced, should be used as a guide for turning existing roadways in Millsboro into complete streets. The various suggestions and recommendations offer ideas to increase the opportunity for active transportation modes such as walking and biking, and if implemented, can create significant improvements in safety, health, and the economy of Millsboro, thereby enabling it to grow as a town.

Transportation Equity, Health, and Aging: A Novel Approach to Healthy Longevity with Benefi ts Across the Life Span.

Transportation Equity, Health, and Aging: A Novel Approach to Healthy Longevity with Benefi ts Across the Life Span.

Job Accessibility from a Multiple Commuting Circles Perspective Using Baidu Location Data: A Case Study of Wuhan, China

Jobs–housing imbalance is a hot topic in urban study and has obtained many results. However, little research has overcome the limits of administrative boundaries in job accessibility measurement and considered differences in job accessibility within multiple commuting circles. Using Baidu location data, this research proposes a new method to measure job accessibility within multiple commuting circles at the grids’ level. Taking the Wuhan metropolitan area as a case study, the results are as follows: (1) Housing and service jobs are concentrated in the central urban areas along the Yangtze River, whereas industrial jobs are scattered throughout suburbs with double centers. The potential competition for job opportunities is fiercer in the city center than in the suburbs. (2) Job accessibility with different levels shows significant circle-like distribution. People with long- or short-distance potential commutes demand to live close to the groups with the same demand. Residents with long-distance commutes demand to live outside of where those with short-distance commutes demand to reside, regardless of whether their commuting demand is for service or industrial jobs. (3) There are three optimization patterns for transit services to increase job accessibility in various areas. These patterns involve areas with inadequate job opportunities, poor transit services to service jobs, and poor transit services to industrial jobs. Developing current transit facilities or new transit alternatives as well as adding extra jobs near housing could improve jobs–housing imbalance in these areas. Findings from this study could guide the allocation of jobs and housing as well as the development of transport to reduce residents’ commuting burdens and promote transportation equity. The method used in this study can be applied to evaluate jobs–housing imbalance from the perspective of the supply in other metropolises.

Accessibility measurements in São Paulo, Rio de Janeiro, Curitiba and Recife, Brazil

Increasing attention is given to public transport services in cities of the Global South as a tool to enhance social inclusion and support economic development. Against this background, developing and evaluating indicators that quantify the distribution of public transport services from a social equity perspective is essential. The aim of the study is, therefore, to assess the equity of public transport services in four metropolitan regions in Brazil (São Paulo, Rio de Janeiro, Curitiba and Recife) with two commonly used indicators of public transport provision. The first indicator measures proximity to rapid transit infrastructure (bus rapid transit, light rail and heavy rail stops with high frequency throughout the day), and the second measures accessibility to jobs by public transport. While simple indicators of proximity to public transport stops are most commonly used given their ease of operationalization and communication, accessibility to job indicators are more representative of the benefits provided to individuals by the public transport network. Combining these two indicators in one study provides a quantitative assessment of the socio-spatial distribution of public transport services in four large metropolitan areas in Brazil and the results demonstrate that lower-income households are disadvantaged in terms of public transport services in all four metropolitan areas. Furthermore, the results highlight the importance of quantifying accessibility by public transport, in addition to proximity to rapid transit, and thereby sheds light on the importance of developing openly available public transport schedules and geographic data. This study is of relevance to planners and researchers wishing to measure and evaluate public transport equity in the Global South.

Transportation Equity in China: Does Commuting Time Matter?

Urban commuting, a facet of transportation equity, is an important factor that shapes social equity. Little is known about how commuting practices shape individuals’ perceptions of social equity. To fill this gap, we conducted a multilevel regression using data from the China Labour-force Dynamics Survey 2016. We found that commuters who used private cars had the highest level of perceived social equity, while those who used bicycles had the lowest. Commuting time had a significant negative effect on respondents’ perceived social equity. This study verifies the “commuting paradox” to some extent, as income had no moderating effect on the relationship between commuting time and perceived social equity, which suggests that the social inequity caused by long commutes is not alleviated by higher wages. We also found that the perceived social equity of respondents who commuted on foot or by motorcycle was significantly negatively affected by commuting time. Based on our findings, we propose four ways to alleviate social inequity caused by commuting inequities: consider the commuting time sensitivity of different types of commuters, pay attention to the social equity issues caused by different transportation modes, provide more equitable commuting ways for low-income people, and prioritise public transportation.

Understanding travel and differential capabilities and functionings in Beijing

The social impacts of transport systems and new transport infrastructure have often been overlooked and undervalued, partly because the relationship between transport and social equity is indirect and difficult to quantify. Researchers have usefully investigated the relationship between transport and social exclusion, focusing on aspects such as access to opportunities and activities by different population cohorts such as income, class, age, ethnicity and gender. The analysis has focused on addressing the imbalance in the distributional effects of transport provision and accessibility planning has often been a central tool in analysis. This paper seeks to build on the aforementioned research, employing Amartya Sen's Capabilities Approach as a theoretical framework to explore how an individual's capabilities and functionings differ in relation to transport. Beijing is used as a case study, with analysis from three stations on the Beijing subway line 1 and its extension to the Batong line, namely Guomao, Sihui and Tuqiao. Martha Nussbaum's Central Human Capabilities Approach is used to frame the analysis. The results show that functionings and capabilities differ according to an individual's socio-economic characteristics and geographical location, meaning that both the opportunities to participate in life and also the actual activities themselves differ. This is an important distinction that the Capabilities Approach offers, and it is useful to consider if the potential for achieving improved social equity is to be realised.

Benchmarking Transport Equity in the Greater Toronto and Hamilton Area (GTHA)

We compute a series of benchmarks and key performance indicators (KPIs) that describe the state of transport equity in the Greater Toronto and Hamilton Area (GTHA). These measures are designed to be simple to interpret, have clear normative interpretations, and be easily replicable in future survey waves or for other regions.

Where do taxi trips start and end? Implications For Future Car-sharing For Commuting

Abstract. The impact of built environment on travel behaviour has long been an actively researched topic. However, many researches are focusing on the travel behaviour regarding to the choice of passengers on using public transport such as buses and subways, or private means such as private cars. Taxi, as a historical mean of public transport has not been widely researched in term of its relationship with the built environment.Considering taxi as a practical, comfortable, and direct (door-to-door) means of transport, it is still widely used alongside with other available public transport modes either as a supplemental mode toward the buses and subways, or to accomplish the whole journey of a passenger. Of particular interest to transportation planners and policymakers is that a taxi trip which drives a passenger from a home to a bus stop or subway station, and vice versa might signifies its uses as either a first-mile trip or last-mile trip provider, supporting the inability of our public transit system to solve that problem in general. Therefore, the first research question of this paper is to investigate whether taxi has been able to increase urban accessibility via providing connection between homes and transit stations (i.e. subway stations or bus stops). Our model will control for a series of built environment features, especially the number of jobs within 100m of a transit station. Note that some commuters’ taxi drop-off locations are indeed their workplace while others are simply the access points where they enter the public transit network (a.k.a. the first mile issue we mentioned). We use the variable ‘number of jobs within 100m of a transit station’ to rule out the blurring effect of the first scenario in which drop-off locations are workplaces. This is an important identification strategy for our first research question.Aside from its function as a first-mile trip or last-mile trip provider and its relationship with the urban built environment, taxi has been commonly accepted as a mean of transport with significantly higher fare than either bus or subway, which is certainly an indicator of passengers’ economic profile. In the meantime, racial minority groups tend to live in relatively separated areas, as referred in the residential segregation and spatial mismatch literature. These racial minority neighbourhoods, or racial and ethnic enclaves, often do not have good accessibility to public transit network. If we do find taxi is serving as a first-mile or last-mile trip provider, how is it related to the residential segregation of racial minority groups? Is it simply an affordability issue (i.e. determined by income)? Or are there something more that are inherent in the phenomenon of residential segregation? With this in mind, the second research question of this paper is to investigate whether taxi originations have been disproportionately low in racial minority neighbourhoods, after taking into account of income and a variety of other demographic and socioeconomic factors. If it is so, (relatively) affordable car sharing schemes provided by Uber, Lyft, and other subsidized vanpool programs might become very important for connecting these minority neighbourhoods to existing transit networks. The findings of this part would have important implications for equitable transportation planning and policymaking.Combining big data analytics and traditional spatial statistical approach, the contributions of this paper are mainly two folds. First, it helps us understand whether taxi has been able to increase urban accessibility via providing connection between homes and transit stations (i.e. subway stations or bus stops). Second, it provides insights on whether taxi originations have been disproportionately low in racial minority neighbourhoods, raising transport equity concerns over a simple affordability issue.This research aims to examine 1) whether taxi has been able to increase urban accessibility via providing connection between homes and transit stations (i.e. subway stations or bus stops); 2) whether taxi originations have been disproportionately low in racial minority neighbourhoods, raising transport equity concerns over a simple affordability issue.

Understanding the Surprising and Oversized Use of Ridesourcing Services in Poor Neighborhoods in New York City

For-hire vehicle trips in the five boroughs of New York City from 2014 to 2017 increased by 82 million annually (46%). This paper describes how factor analysis and cluster analysis were used to create a typology that was applied to quantify how usage patterns have evolved in different types of neighborhood. Having surged 40-fold, ridesourcing trips originating in the outer boroughs now constitute 56% of the overall market. Many of the outer borough neighborhoods in which ridesourcing trips originated are home to minority, relatively low-income populations with low car ownership rates. It is possible that these trips in the outer boroughs are being taken by local residents to fill gaps in mobility services, as these locations are less well-served by public transportation and other for-hire vehicles such as yellow taxis. The surge in ridesourcing trips in the outer boroughs is important for three reasons. First, if ridesourcing is being used to provide desired levels of accessibility by outer borough residents, having this need filled by for-profit entities with notoriously variable pricing structures could have long-term consequences for transportation equity. Second, if the trips represent induced travel, the associated externalities will negatively affect vehicle emissions, greenhouse gas emissions, and transportation safety. Third, local policy makers need to be aware of the dynamics unfolding in the outer boroughs because regulations that have been adopted to reduce congestion currently only apply to trips originating in Manhattan. Moreover, all stakeholders should reassess how disruptive transportation technology companies are regulated with respect to data sharing.

Does transportation vulnerability explain the relationship between changes in exposure to segregation and youth cardiovascular health?

Transportation vulnerability (lack of community/personal access to transportation that in turn increases the risk for health or financial consequences in the event of hardship/disease/disasters) may be an important mechanistic factor linking residential segregation to youth cardiovascular health inequities. This natural experiment examined the impact of transportation vulnerability on the association between changes in exposure to residential segregation and cardiovascular health among minority youth (n = 2,129, mean age 9.1 years, 54% male; 52% Hispanic, 48% non-Hispanic black [NHB]; 49% high area poverty) over two years. Two-level generalized linear mixed models with random intercepts were fit to test the effects of transportation vulnerability on the association between changes in segregation and cardiovascular health (body mass index percentile (BMIP), sum of skinfold thicknesses, 400 m run time, systolic and diastolic blood pressure percentiles (SBPP and DBPP, respectively) over two school years and across gender. After adjusting for potential confounders (individual-level race/ethnicity, age, time, and park-area poverty), improvements in cardiovascular health were greatest for girls exposed to reduced segregation with high compared with low transportation vulnerability for all outcomes. Specifically, BMIP and SBPP decreased 29% (IRR 95% CI: 0.69, 0.73) and 13% (IRR 95% CI: 0.85, 0.90) vs. 10% (IRR 95% CI: 0.84, 0.96) and no significant change (IRR 95% CI: 0.88, 1.00), for high and low transportation vulnerability, respectively. Adjusted models showed the greatest improvements in cardiovascular health for boys exposed to reduced segregation and low compared with high transportation vulnerability for BMIP and skinfold thicknesses. Specifically, BMIP and skinfold thicknesses decreased 33% (IRR 95% CI: 0.73, 0.81) and 21% (IRR 95% CI: 0.74, 0.84) vs. increased 8% (IRR 95% CI: 1.05, 1.11) and no significant change (IRR 95% CI: 0.96, 1.03), for low and high transportation vulnerability, respectively. Policy interventions that promote transportation equity should be further studied as a means to reduce youth cardiovascular health disparities, particularly for girls living in areas with high racial/ethnic segregation.

Disparities in mobility among older people: Findings from a capability-based travel survey

Despite some incremental policy shifts accounting for transport equity concerns, the norms within which transport systems worldwide currently function are still implicitly exclusive. Older people constitute a group which is particularly susceptible to issues within the transport system. However, this susceptibility is not evenly distributed, partly due to the considerable heterogeneity in circumstances among this group. The aim of this study is to advance the methods informing the transport equity policy agenda by conducting an empirical investigation of disparities in capabilities based on Sen's Capability Approach. This is done by identifying which resources and characteristics among those aged 65–79 are associated with fewer opportunities relative to their peers. By focusing on capabilities (instead of proxies), the disparities reflecting equity concerns can be more clearly depicted. The research material comprises 1149 interviews with those living in Sweden's large metropolitan regions: Stockholm, Gothenburg and Malmö. Several analyses were developed in order to address the research questions: a multivariate multinomial logistic regression, multivariate binary logistic regressions and a basic analysis of frequencies. Clear links were identified between social resources, holding a driving license, access to public transport, income, health condition and age and capabilities. These results call for a greater focus on capabilities in travel surveys and a more fine-grained approach to equity analyses and policies by accounting for intersectionality effects. As such, more targeted and holistic policy measures can be developed.

Travel satisfaction inequality and the role of the urban metro system

Transport equality is one of the key aspects of sustainable urban transport. Personal satisfaction with travel among different communities and social groups has become a main theme in the field of transport equality research. However, there has been little investigation of the expectation confirmation mechanism underneath this affective feeling. Moreover, there is not enough evidence on how the discrepancy between expected and actual travel relates to satisfaction. This study first identifies the regional and social disparity in general travel satisfaction among residents in Beijing, then discusses how the satisfaction response to the dissonance between expected and actual travel, and finally investigates the role of urban rail transport in this disparity. The results show that general travel satisfaction presents both regional and social disparities, with city-centre and middle-income residents having higher travel satisfaction. Disconfirmation of travel expectations partly explains travel dissatisfaction. The inconsistency between travel discrepancy level and satisfaction for lower income residents further reflects transport inequality issues, and it provides a clue for transport policymakers to promote transport equity from a sufficientarianism perspective. Public transport-related development has an important role in improving different aspects of travel satisfaction. Among them, higher level of mixed land use in metro station catchment areas and higher metro network centrality of the home nearest station help to increase the travel satisfaction of disadvantaged residents. This is realised via enhancing destination options for low-income or suburban residents, and via providing a relatively smooth and tidy travel experience for disadvantaged groups, who tend to use metro as a major travel mode.

Bilevel Programming Model of Urban Public Transport Network under Fairness Constraints

In this paper, the bilevel programming model of the public transport network considering factors such as the per capita occupancy area and travel cost of different groups was established, to alleviate the urban transportation equity and optimize the urban public transport network under fairness constraints. The upper layer minimized the travel cost deprivation coefficient and the road area Gini coefficient as the objective function, to solve the optimization scheme of public transport network considering fairness constraints; the lower layer was a stochastic equilibrium traffic assignment model of multimode and multiuser, used to describe the complex selection behavior of different groups for different traffic modes in the bus optimization scheme given by the upper layer. The model in addition utilised the noninferior sorting genetic algorithm II to validate the model via a simple network. The results showed that (1) the travel cost deprivation coefficient of the three groups declined from 33.42 to 26.51, with a decrease of 20.68%; the Gini coefficient of the road area declined from 0.248 to 0.030, with a decrease of 87.76%; it could be seen that the transportation equity feeling of low-income groups and objective resource allocation improved significantly; (2) before the optimization of public transport network, the sharing rate of cars, buses, and bicycles was 42%, 47%, and 11%, respectively; after the optimization, the sharing rate of each mode was 7%, 82%, and 11%, respectively. Some of the high and middle income users who owned the car were transferred to the public transportation. It could be seen that the overall travel time of the optimized public transport network reduced, enhancing the attraction of the public transport network to various travel groups. The model improves the fairness of the urban public transport system effectively while ensuring the travel demand of the residents. It provides theoretical basis and model foundation for the optimization of public transit network, and it is a new attempt to improve the fairness of the traffic planning scheme.

Abstract P125: Cardiovascular Health Improves in High Transportation Vulnerable Girls With Decreased Exposures to Residential Segregation

Introduction: Transportation equity ensures that all citizens benefit from a clean, fair, safe and healthy environment. Residential segregation also impacts health, and transportation disadvantage is particularly high in areas with high segregation, where residents typically lack proximity to quality education, jobs, healthy food, safe playgrounds, and medical care. Recent research demonstrates improvements in cardiovascular risk profiles among minority girls after reduced exposure to segregation. There is a need to examine differences in the segregation-youth cardiovascular health association across transportation vulnerability and gender to inform health equity interventions. Hypothesis: It was hypothesized that girls with reduced segregation exposure and low transportation vulnerability would have the most improved cardiovascular health. Methods: Data for these analyses were drawn from the Fit2Play dataset (2010-2018; N=2742). Youth were followed over 4 consecutive years of participation in a year-long afterschool physical activity program. Change in segregation exposure was based on concentration of minorities living in block groups from the participant’s home to program areas using the 2010 Census. Transportation vulnerability was based on percent of households in the participant’s home zip code with vehicle access (0, 1, 2, or ≥3 vehicles) drawn from the American Community Survey (2012-16). Longitudinal mixed models were used to compare the association between change in residential segregation and five cardiovascular health risk measures (body mass index, systolic and diastolic blood pressure, skinfold thickness and 400 meter run tests) stratified by transportation vulnerability and gender. Results: Participants were 54% male, 51% Hispanic, 49% non-Hispanic black, and 52% high poverty (mean age 9.5 years). After accounting for child age, race/ethnicity, poverty, and year, girls with high transportation vulnerability and reduced segregation exposure showed the most reduced cardiovascular health risk profiles, including improvements in body mass index (26%, 95% CI: 23.84, 28.30), skinfold thicknesses (18%, 95% CI: 14.90, 20.46), run time (17%, 95% CI: 14.88, 18.64), systolic blood pressure (15%, 95% CI: 11.96, 17.08), and diastolic blood pressure (12%, 95% CI: 9.09, 14.61). In contrast, no clear patterns emerged for low transportation vulnerable girls, and high or low transportation vulnerable boys. Conclusions: In conclusion, high transportation vulnerable girls exposed to reduced segregation had greater improvements in all cardiovascular health risk outcomes compared with low transportation vulnerable girls, and both high and low transportation vulnerable boys. Transportation equity interventions may provide a means to reduce youth cardiovascular health disparities, particularly for girls living highly segregated areas.

Assessment of transport equity to Central Business District (CBD) in Sydney, Australia

ABSTRACTEquity in public transport services is becoming a high priority of transport authorities. Although studies regarding accessibility disparity give some insight into transportation equity, to date there has been no profound application of relative accessibility in equity assessment that combines with public transport need related to social status. In addition, accurate estimation of travel times for building relative accessibility still presents a challenge. Therefore, this research aims to investigate and map spatial distributions of public transport-related equity by examining relative accessibility to CBD, public transport needs, and population density. Google Maps Application Programming Interface is used for a realistic estimation of travel times. Results indicate that most socially disadvantaged groups experience high service levels of public transport to CBD, Sydney. However, there are still 16 regions that require further improvement of public transport services. These results can support urban planners in promoting transport equity among different socio-economic groups.

Socio-spatial and temporal dimensions of transport equity for London's night time economy

The sustainable mobility paradigm has dominated the urban transport research agenda for more than a decade. This paradigm focuses on the environmental impacts of travel and the imperative for climate change mitigation, however the specific outcomes of transport in terms of trip type and purpose are not robustly conceptualised, with limited intellectual foundations to understand the ethical considerations of transport service provision. This paper critically considers transport strategies recently developed for London’s Night Time Economy, including policy discourse and technical approaches that shape of transport services provision at night. The case study evaluates the spatiotemporal dimensions of equity. Analysis of policy discourses revealed how night time transport are conceived as an instrumental means to grow the ‘Night Time Economy’, drawing from the conventional wisdom linking accessibility improvements with economic expansion. This strategy viewed ‘London at night’ as a vehicle for economic development, focusing on the consumption-side of the economy and improving individuals’ access to entertainment and recreation. Policy discourse recognised the existence of night-time workers in sectors outside arts and recreation, however, attempts to broaden the ‘Night Time Economy’ agenda to accommodate the travel needs of night-time workers were lost through the narrow selection of accessibility metrics used in transport planning practice. This case demonstrates a missed opportunity to improve transport equity across spatial and temporal dimensions, as night-time workers face severe accessibility barriers, often relying on low-frequency bus services that have inadequate service coverage across Greater London. Scrutinising socio-spatial and temporal dimensions of transport provision can advance more systematic critical perspectives on transport equity by integrating a variety of distributional issues and linking more closely to the practical barriers faced by night-time workers to access transport.

Perceptions of Public Health 3.0: Concordance Between Public Health Agency Leaders and Employees.

Context and Background:The newest era of public health, deemed “Public Health 3.0,” supports cross-sector collaborations to address social determinants of health. These activities often require collaborations with nontraditional public health entities. As this new era begins, it is important to understand perceptions of the public health workforce with regard to Public Health 3.0.Objective:To assess perceptions of support toward Public Health 3.0 activities by the public health workforce, identify characteristics associated with support, and measure concordance in support between agency directors and the general workforce.Design:This cross-sectional study utilizes the 2017 Public Health Workforce Interests and Needs Survey to understand support and concordance regarding Public Health 3.0 activities by a nationally representative sample of governmental public health employees. Logistic regression models are used to identify characteristics associated with support of each 3.0 activity and concordance.Main Outcome Measures:Governmental public health employees' opinions on how involved their agency should be in the K-12 education system, the economy, the built environment, transportation, housing, social connectedness, and health equity within their jurisdiction and concordance in support of involvement between agency directors and the general workforce.Results:Overall, individual perceptions supporting involvement were highest for health equity and social connectedness and lowest for transportation. Supervisory status, education, and being at a local health department were associated with greater odds of supporting all 3.0 activities. Concordance with agency directors was greatest among other executives relative to nonsupervisors.Conclusions:There is overall generally high support of many 3.0 activities, but there are gaps in agreement by supervisory status, gender, race/ethnicity, education, role type, and jurisdiction. Findings may help support agency leaders in better communicating the role of their agencies in Public Health 3.0 activities, and workforce education regarding such activities may be necessary for the success of Public Health 3.0's success.

Uber, Public Transit, and Urban Transportation Equity: A Case Study in New York City

With the explosive growth of Uber and other mobility service providers, their influences on urban mobility have attracted attention from both researchers and policy circles alike, yet few quantitative studies have been conducted on the topic. Using Uber pickup data in New York City in 2014, this article investigates the spatiotemporal relationship between Uber and public transit using buffer analysis and spatial cross-correlation analysis and assesses Uber’s impact on urban transportation equity with the Gini coefficient and correlation analysis. Our results confirm previous arguments that Uber both complements and competes with public transit, but competition is more prevalent in New York City. Specifically, Uber competes with public transit during most hours of the day and in areas with good public transit coverage, whereas it complements public transit at midnight and in places with insufficient public transit services. The distribution of Uber services is highly unequal, and Uber’s role in improving transport equity is insignificant. Correlation analysis shows that there tend to be fewer Uber pickups in low-income areas, which diverges from previous studies suggesting that Uber serves low-income areas well. In addition, a weak negative correlation is detected between the number of Uber pickups and the percentage of minorities.