Transit Stop Research Articles

Studying Understudied Populations’ Travel Behaviors with a Machine Learning Approach: A Focus on Hispanic and Latinx Households

To address a gap in the literature regarding differential effects of built environments (BE) on minority populations, this study uses boosted regression tree modeling to explore travel behaviors of Hispanic and Latinx (H/L) households, finding significant differences in the variables that influenced these households compared to others. Overall, BE variables had greater impacts on H/L households than others. Nonlinear effects (effective ranges, thresholds) were identified for top-ranking BE contributors: transit stop density, activity density, land use mix, and destination accessibility. Compact development is shown to have increased impacts on reducing vehicle miles traveled (VMT) for these populations.

Neighborhood-Level Social Determinants of Health and Presenting Characteristics for Rhegmatogenous Retinal Detachments

Functional outcomes after repair of rhegmatogenous retinal detachments (RRDs) are highly dependent on baseline visual acuity and foveal status. Adverse social determinants of health (SDOH) can present barriers to timely presentation for repair and limit vision outcomes. To evaluate the association between neighborhood-level SDOH with baseline severity (visual acuity and fovea status) of RRD. This was a retrospective cohort study that included adult patients 18 years and older who underwent primary repair of uncomplicated RRD at the Wilmer Eye Institute from January 2008 to December 2018. Study data were analyzed from December 2023 to April 2024. The census block group of patient home addresses were matched to multiple neighborhood-level SDOH including the Area Deprivation Index (ADI), per capita income, percentage of renters, percentage of rent burden, percentage of people using a food assistance program, percentage of uninsured individuals, mode of transportation to work, distance to the nearest transit stop, total road density, National Walkability Index, Index of Medical Underservice score, and aggregate cost of medical care. Odds of presenting with vision worse than 20/40 or fovea-involving RRD using multivariable logistic regression adjusting for age, sex, race and ethnicity, and insurance. A total of 700 patients (mean [SD] age, 57.9 [12.4] years; 432 male [61.7%]) were included. Every decile increase in ADI, indicating more socioeconomic disadvantage, was associated with an increased odds of presenting with worse visual acuity and fovea-involving RRD (odds ratio [OR], 1.14; 95% CI, 1.04-1.24; P = .004 and OR, 1.13; 95% CI, 1.04-1.22; P = .005, respectively). Each $1000 increase in per capita income was associated with lower odds of presenting with worse vision (OR, 0.99; 95% CI, 0.98-0.99; P = .001). Every 1% increase in percentage of workers who drove to work was associated with an increased odds of presenting with worse vision and fovea-involving RRD (OR, 1.02; 95% CI, 1.01-1.03; P = .005 and OR, 1.01; 95% CI, 1.00-1.03; P = .04, respectively). Results of this cohort study suggest that patients with a residence in neighborhoods with more socioeconomic deprivation or a higher percentage of workers who drove to work were more likely to present with more severe RRD even after accounting for multiple individual-level characteristics. These findings support consideration of public policy changes to address the barriers faced by patients residing in certain neighborhoods who seek prompt surgical intervention for RRD to reduce health disparities in RRD outcomes.

Affordable transportation access to treatment for opioid use disorder

Transportation is a key barrier for accessing healthcare services. This is particularly concerning for the millions suffering from opioid use disorder (OUD) since treatment for OUD can require in-person visits daily or a few times a week. To better understand how public transit influences access to treatment for OUD, we observe distances among opioid treatment programs (OTPs), buprenorphine providers, and public transit stops in the U.S. We also investigate the possible role of micromoblity, specifically bikesharing and e-scooters, in filling these transportation gaps. Results show that in urban counties, 48–91% of buprenorphine providers and OTPs are within possible walking distance (i.e., 0.4–1.4 km) of public transit stops, suggesting a high degree of heterogeneity in public transit access even among urban counties. In rural counties, only 5–40% of buprenorphine providers and OTPs are within possible walking distance of public transit stops. Given that many micromobility programs are in urban areas, they could complement public transit in urban counties where public transit runs less frequently, but not in rural counties. We also find that, on average, the odds an OTP or a buprenorphine provider is within walking distance of a public transit stop decreases outside the large central metro counties, as well as in counties that have a greater percentage of people with lower educational attainment. Affordable transportation options will continue to limit treatment options for people suffering from OUD, especially outside major metropolitan areas, unless public transit or other transportation innovations are expanded or telemedicine becomes more accessible.

Designing an Autonomous Mobility-on-Demand Service for Transit Last-Mile Access

Public transportation has the potential to provide a safe, convenient, affordable, and eco-friendly mobility service. However, because of its fixed routes and limited network coverage, it is sometimes difficult or impossible for passengers to walk from a transit stop to their destination. This inaccessibility problem is also known as the “transit last-mile connectivity problem.” Such a lack of connectivity can force travelers to drive, consequently increasing vehicle ownership and vehicle miles traveled (VMT) on the roads. The autonomous mobility-on-demand (AMoD) service, with characteristics such as quick fleet repositioning and demand responsiveness, has the potential to provide last-mile coverage where fixed-route transit can only provide limited coverage. This study aims to address the last-mile problem by developing an online demand-responsive AMoD service integrated with fixed-route transit. A linear time-delay dynamical system is proposed to model the AMoD system, and a model predictive control methodology is adopted to regulate the system around an equilibrium point with minimum vehicle rebalancing. To assess the impact of this new mobility service on travel demand, a simulation study is developed and integrated with a mode choice model capturing a combined transit-AMoD model. The experiment results reveal the potential to enhance transit efficiency, reduce VMT, and accommodate the increased transit demand while maintaining the quality of service.

Abstract 4848: An analysis of black women in the Deep South with triple negative breast cancer and the social determinants of health

Abstract Background: Triple negative breast cancer (TNBC) has a higher incidence both of diagnosis and mortality among Black women. This research aims to identify specific social determinants of health among African American women in the Deep South with breast cancer. The biological presentation of disease accounts for approximately forty percent of the Experience with the health care providers, access to greenspace, and the quality of infrastructure, such as sidewalks and streetlights evaluate environmental trends associated with the outcomes of Black women in the Deep South who have been diagnosed with TNBC. Methods: Survey data was derived from the All of Us Research Program Database with inclusion criteria of Black women from Alabama, Georgia, Mississippi, and Louisiana who are 18 or older, born a female, and have been diagnosed with TNBC. Selected questions from the SDoH survey examined infrastructure, interactions with healthcare providers, and perceptions of community dynamics. Participants were identified via the cohort selection tool and further subdivided based on zip codes within the target states. Python was used in Jupyter Notebook to analyze the data the AoURP Workbench, responses were organized according to their corresponding survey questions. Participant responses were then extracted and quantified, facilitating the interpretation of respondents’ answers on a larger scale. Results: Three hundred and twenty women met the criteria of being born female, being black, being diagnosed with TNBC, and living in the Deep South. Of the topics examined, infrastructure was the area where participants’ feedback indicated the largest socioeconomic deficit. Forty-eight and 49%, respectively. Indicated that did not have access to greenspace nor did not live within 10-15-minute walking distance of a transit stop. Thirty percent reported that their doctor or nurse does not listen to what they are saying. Conclusion: Quality of life and interaction with members of the health care team associated with poorer health outcomes for Black women in the Deep South. These preliminary results indicate that those diagnosed with TNBC are impacted by the social determinants of health, specifically, proximity to public transportation, quality healthcare, recreational facilities, and infrastructure which suggests that basic needs are not met. Citation Format: Lauren K. Evans, Ivan T. Jubilee, KiTani Parker Lemieux. An analysis of black women in the Deep South with triple negative breast cancer and the social determinants of health [abstract]. In: Proceedings of the American Association for Cancer Research Annual Meeting 2024; Part 1 (Regular Abstracts); 2024 Apr 5-10; San Diego, CA. Philadelphia (PA): AACR; Cancer Res 2024;84(6_Suppl):Abstract nr 4848.

Measuring access distance and geographic catchment areas for the bus rapid transit interchange from a longitudinal survey

Many developed countries have adopted the 400 m (0.25 mile) and 800 m (0.5 mile) distances, respectively, as planning goals (walking) for bus and rail transit stop catchment areas. Planners, transit agencies and researchers use these transit catchment area criteria to prescribe regulations or formulate policies. Even though these distances may vary depending on the location and study purpose, they are good starting points for developing transit-related policies. However, no standards exist for gauging high-frequency bus or rail interchange geographic catchment areas where many car ‘(‘park-and-ride) users and feeder bus users board the transit. A case study of the bus rapid transit interchange on the Adelaide O-Bahn BRT was used to define the geographic catchment areas. This study surveyed bus rapid transit interchange users over three years (2019, 2020 and 2021) and reported key findings relating to the catchment area and feeder bus proximity issues. Responses highlighted two intriguing findings. First, park-and-ride users and feeder bus users travel significant distances to reach bus rapid transit interchanges when compared with traditional transit stop users who access transit buses and rail on foot, i.e., longitudinal data analysis showed that ‘park-and-'ride’ users travelled as far as 3.7 km to reach the interchange and the feeder bus catchment area ranged from 3.8 to 4.0 km. Second, providing feeder bus route coverage alone cannot increase the patronage levels for connecting the interchange. Although the catchment area extent did not change over these years, the similarity location analysis demonstrated a 30 % difference in the ‘origin-'destination’ pattern change during the pandemic. This research is significant since no previous longitudinal studies have determined the ‘origin-destination’ pattern for accessing a PT interchange.

Building Sustainable and Connected Communities by Addressing Public Transportation’s First-Mile Problem: Insights from a Stated Preference Survey in El Paso, Texas

Public transportation is an essential component of building sustainable communities. However, its ridership remains low in most cities in the United States. Among the major barriers is the long distance to the bus stops, called the first-mile problem. Using a stated preference survey among 1056 residents of El Paso, Texas, this study addresses this problem by estimating additional transit trips that can be expected from the implementation of hypothetical, free shuttles between one’s home and the closest bus stops. Participants reported 7.73 additional transit trips per week (469% increase from the current baseline), including 3.03 additional trips for work, 1.94 for daily errands, 1.64 for leisure or social, and 0.93 for exercise or sports. The percentage of transit non-users dropped from 77.6% (baseline) to 38.2%. With the free shuttle service, respondents would favor bus rapid transit more than regular buses (4.72 vs. 3.00 additional trips). Residents identifying as an existing transit user, being Hispanic/Latino, owning at least one automobile, living within 1 mile of a transit stop, and feeling safe while riding the bus would make significantly more transit trips due to the service. This study suggests that programs to address/reduce the first-mile problem could increase transit demand and, therefore, contribute to creating sustainable and more connected communities.

Public transit stop density is associated with walking for exercise among a national sample of older adults

BackgroundWalking is the primary and preferred mode of exercise for older adults. Walking to and from public transit stops may support older adults in achieving exercise goals. This study examined whether density of neighborhood public transit stops was associated with walking for exercise among older adults.Methods2018 National Health and Aging Trends Study (NHATS) data were linked with the 2018 National Neighborhood Data Archive, which reported density of public transit stops (stops/mile2) within participants’ neighborhood, defined using census tract boundaries. Walking for exercise in the last month was self-reported. The extent to which self-reported public transit use mediated the relationship between density of neighborhood public transit stops and walking for exercise was examined. Covariates included sociodemographic characteristics, economic status, disability status, and neighborhood attributes. National estimates were calculated using NHATS analytic survey weights.ResultsAmong 4,836 respondents with complete data, 39.7% lived in a census tract with at least one neighborhood public transit stop and 8.5% were public transit users. The odds of walking for exercise were 32% higher (OR = 1.32; 95% confidence interval: 1.08, 1.61) among respondents living in a neighborhood with > 10 transit stops per mile compared to living in a neighborhood without any public transit stops documented. Self-reported public transit use mediated 24% of the association between density of neighborhood public transit stops and walking for exercise.ConclusionsDensity of neighborhood public transit stops was associated with walking for exercise, with a substantial portion of the association mediated by self-reported public transit use. Increasing public transit stop availability within neighborhoods may contribute to active aging among older adults.

Barriers Associated with the First/Last Mile Trip and Solutions to Bridge the Gap: A Scoping Literature Review

A first/last mile (FLM) trip is defined as the distance a person travels before boarding a transit stop (first mile) or after disembarking (last mile). FLM trips could encourage or discourage people from riding transit systems, affecting their access to major services such as healthcare, education, employment, and transportation. When considering underserved communities specifically, where people rely heavily on public transportation, challenges to completing the FLM trip often negatively impact quality of life. This paper provides a comprehensive review of previous research efforts discussing the FLM trip. It begins by identifying the outcomes of challenges in completing the FLM trip and the contributing factors to those challenges and subsequently summarizes the various solutions transportation agencies and decision-makers have implemented to address the first and last legs for transit users. The most common solutions include shared mobility services, circulating shuttles, and built environment improvements. This research serves as a valuable reference for transportation professionals to enrich their understanding of the FLM barriers and the potential solutions to bridge this FLM gap.

Assessment of the First-and-Last-Mile Problem in Underserved Communities: Case Study in Camden City, NJ

The first-/last-mile (FLM) trip is the distance a person needs to complete before boarding a transit stop or after alighting. Challenges to completing the FLM trip significantly affect disadvantaged groups who are highly reliant on transit, including people with disability, people of color, older populations, and low-income travelers. To evaluate the FLM trip, this study referred to the current literature and identified the factors associated with challenges in completing the FLM trip. The identified elements were categorized into safety, accessibility, demographic, and health-related factors. The analytic hierarchy process (AHP) method was utilized to weigh these factors and evaluate the FLM problem in the study area, Camden City, New Jersey. To implement this, a questionnaire was designed and distributed to transportation professionals in New Jersey. The experts were required to rank the importance of each factor based on their experience and in consideration of the study area. Finally, the study utilized the multi-criteria analysis AHP approach supported by ArcGIS to model the problem spatially. A data inventory of Camden City was completed to run the spatial analysis. The outcome presented in this paper is a spatial evaluation of the FLM barriers in the study area. In addition, it provides a prioritization of the factors associated with FLM issues concerning underserved communities. This research offers a comprehensive approach to understanding the barriers to fair and accessible transportation systems and helps professionals overcome these barriers and maintain equitable transportation networks.

The Route to Graduation: An Exploration of the Association Between Transit Stop Proximity and Pell Recipient Completion Rates at US Commuter Colleges

This study explores the association between having a transit stop within walking distance of campus and Pell Grant recipient completion rates at US commuter institutions, using a novel dataset on transit stop locations and institutional level data. The findings indicate that there is a positive association between transit access and Pell completion rates at commuter colleges in urban environments, but not in non-urban environments, which aligns with theoretical expectations. This study is intended to bring the issue of transit access into the academic student retention conversation, future research is needed to explore the nature of this relationship in greater depth.

The associations between place-based measures of walkability and physical activity across a range of diverse streetscapes

Walkability relates to aspects of a physical environment that have the potential to influence walking in that environment. In 2019, the Environmental Protection Agency developed the National Walkability Index (NWI), an easily accessible, U.S. Census block-group-level indicator of walkability. Although the NWI could be the metric of choice for researchers and urban planners, there is a lack of empirical evidence for its validity. The current study examined the validity of the NWI and Walk Score for predicting physical activity (PA) occurring along urban streetscapes. A wearable video device (Gogloo E7 SMART eyewear) was used to capture videos of streetscapes in 24 U.S. Census block groups in three different sized cities. The block groups varied in walkability, income level, and minority composition. The videos, collected over 10 months during 2019 at different times on weekdays and weekends, were reviewed by experts to obtain counts of walkers/h and individuals performing leisure PA/h (dependent variables). The independent variables were the NWI, its components - transit stop proximity, intersection density, employment/household occupancy mix, and employment mix, and Walk Score. Block group was the level of analysis. Linear regression indicated Walk Score, employment/household occupancy mix, and employment mix were associated with walkers/h (p < .001) while only employment/household occupancy mix, and employment mix were associated with leisure PA/h (p < .001). The NWI did not account for a significant portion of the variance in PA outcomes. A place-based examination of PA and walkability indexes favors the use of Walk Score and a modified version of the NWI.

ASSESSMENT OF TRANSIT STOPS SERVICE AREA USING GEOGRAPHICAL INFORMATION SYSTEM – A CASE STUDY OF PUNJAB UNIVERSITY TRANSPORTATION

University of the Punjab, Lahore, Pakistan being a largest educational and research institution, has remarkably large network of transportation system, covering an area of approximately 1761 square kilometers of Lahore District, to provide an efficient and low cost transit facility to university students, employees and their children. Present research has focused on existing transit stops service area analysis, using Geographical Information System (GIS), of the institute’s transportation system to analyze the efficacy of transit network, user’s access to transit stops and spatial gaps in the transit service. A recent survey of transit stops indicated that on an average 4,076 transit users were being served with 56 buses on 41 routes within study area. Suitable walking time of 8 minute or threshold distance of 624m with walk speed of 78m/ minute has been used as a standard to find the transit stop service area. Results showed that 26.43% of transit users were in a suitable walk access distance of 624 m from transit stops. More than 70% of the transit users in study area had walk time of more than 8 minutes to get to the transit stop. The outcome of present study will help in understanding the present transport network of the university in crucial decision making in future transport planning with respect to passenger demand in study area.

Impacts of real-time transit information on transit accessibility – A case study

Transit service accessibility improvement is an important topic among transit planners and policymakers. Real-time transit information (RTI) sharing with the users has several benefits, such as lower wait time at the transit stops and higher transit accessibility. Previous studies assessed the benefits of RTI sharing mostly by analyzing the survey data and simulation-based studies. This study used field trip GPS data to quantify the transit stop wait time reduction in the presence of RTI sharing. A smartphone app was developed in this study to disseminate RTI to the users (i.e., location, speed, weather, and road condition information). The trip data showed that the average reduction of transit stop wait time after the RTI use was about three minutes on a selected transit route in Morgantown, WV. The calculated coverage area improvement indicates that the network-level stop coverage can be increased by 37 % with the use of RTI. The reduced wait time at transit stops reduced the average trip time, and riders can walk from further distances to reach the transit stops. The findings of this study justify more widescale use of the RTI sharing in an urban and rural environment.

A Regional Multimodal Network Microsimulation (GTASim) for a Comprehensive Utility maximizing System of Travel Options Modelling (CUSTOM) in the Greater Toronto and Hamilton Area

Innovative mobility solutions are constantly emerging with the advent of information and communication technologies, offering travellers multidimensional choices. Without a fully agent-based and dynamic travel demand microsimulation modelling system, it is impossible to evaluate such emerging mobility solutions/options realistically. The network modelling component is the most critical roadblock of such a modelling system. The paper presents an operational network model (GTASim) in an agent-based microsimulation framework, MATSim for the Greater Toronto and Hamilton Area, to capture the network dynamics necessary for a Comprehensive Utility maximizing System of Travel Option Modelling (CUSTOM). GTASim is developed using open-source network data and a large-scale regional household travel survey data. GTASim microstimulates network flows for all modes, including different transit services in the region. The modelled transit network has 26,125 transit stop facilities and 820 transit routes with more than 64,350 departures. The CaDyTS-based calibration is specified using peak hour traffic volumes at over 100 cordon count stations in major highways, regional streets, and numerous transit stations/stops. This is the first-ever developed fully agent-based dynamic multimodal transportation network microsimulation for the region. Thus, the model, with further integration with CUSTOM will equip the authorities to make conclusive decisions considering users' level of behavioural adaptation with intricate policies in megacities like GTHA.

Smartphone locations reveal patterns of cooling center use as a heat mitigation strategy

The increasing frequency and duration of extreme heat events prompts questions regarding mitigation proposals and evaluation of current strategies such as cooling centers. Cooling centers may be formally designated or informally used spaces such as indoor shopping centers that the public use as a refuge from heat. Smartphone location data show how a sample of the population moves during the day, what behavioral adjustments they apply in response to heat events, if cooling centers are being used, what factors correlate with use, and whether centers are serving vulnerable populations. We compared spatial patterns of smartphone locations in Los Angeles County between paired extreme heat days and control days (n = 12) in summer 2017. Cooling centers were used 1.1–1.7 times longer during heat events, depending on type, with formal cooling centers used longer. Informal centers, however, were used more (90% of visits). Distance to nearest public transit stop was inversely related to the number of center visits. Vulnerable communities, as measured by the Social Vulnerability Index (SoVI), used centers located in neighborhoods with higher vulnerability scores more. Use of smartphone data to assess activity space of individuals has substantial potential for evaluating mitigation strategies in the face of increasing extreme heat events.

A Stated Preference Analysis of Real-Time Public Transit Stop Information

This paper presents the results of a study conducted to examine the benefits derived from real-time public transit stop information. This research examines the preferences between several options of receiving real-time public transit stop information. The literature states that one of the main reasons individuals access real-time information is to remove the uncertainty when using public transit. This relationship was examined to ascertain if the provision of real-time public transit information can remove the uncertainty and frustration associated with using public transit.A nested logit model structure was applied in this study to examine the benefits derived from accessing real-time public transit information. These models are estimated on segments of the dataset to ascertain how the mode of transport used by the respondents impacts the benefits derived from using real-time public transit information. The results of this study demonstrate that passengers derive the greatest benefit from accessing transit stop information from real-time information displays. Respondents were shown to obtain the second highest utility when accessing transit stop information via a mobile phone short message service (SMS). Bus users were found to gain the highest benefit from the provision of real-time transit stop information.

Transit Station Area Land Use/ Site Assessment with Multiple Criteria: An Integrated GIS-Expert System Prototype

This article is intended to assist decision-makers confronted with the problem of determining the suitability of a site with a proposed light rail transit (LRT) stop as a transit supportive (re)development by exploring a prototype, integrated Geographic Information System (GIS) and decision-support system. An inclusive concept of a hierarchy is presented in which the multiple, diverse dimensions of the land-use/site assessment problem—from goal, criteria, to alternatives—can be embedded in deciding suitability of a site as a transit-supportive development.Framed as a multicriteria procedure, and integrated with a GIS, the decision-support system provides the flexibility to account not only for the configurational or physical features of the built environment and the patterns of growth (or decline) of the population and employment in the region, but also the socioeconomic, demographic, and trip-making characteristics of the targeted population. The joint effects of the population (demand) characteristics and the features of the built environment of land use/transportation (supply) are reflected in the scores of the site assessment. Furthermore, the prototype facilitates decision making by deriving the relative importance of the multiple “supply” and “demand” factors strategically and adaptively vis-a-vis the site-specific constraints and opportunities. Finally, criteria-weighted land-use suitability scores are computed and displayed to indicate the suitability of the site as a transit-supportive development. The multicriteria part of this prototype is implemented with a C++ program as an interactive, expert decision-support system integrated with a GIS.

Style versus Service? An Analysis of User Perceptions of Transit Stops and Stations

Transit travelers expend a great deal of time and energy on out-of-vehicle walking and waiting, which significantly affects their perceived burdens of travel. Accordingly, this article is concerned with ways to reduce the perceived burdens of out-of-vehicle time spent walking, waiting, and transferring to improve users’ experience at transit stops and stations. We surveyed 749 transit users at 12 transit stops and stations around metropolitan Los Angeles and found that the most important determinant of user satisfaction with a transit stop or station has little to do with the physical characteristics of the facility; instead, frequent, reliable service in an environment of personal safety matters most to riders. In other words, most transit users would prefer short, predictable waits for buses and trains in a safe, if simple or even dreary, environment over long waits for late-running vehicles in even the most elaborate and attractive transit station, especially if they fear for their safety.

Transit Stops and Stations: Transit Managers’ Perspectives on Evaluating Performance

Passengers, transit managers, adjacent businesses and residents, and local governments all can have strong, and sometimes conflicting, ideas about what makes a good transit stop or station. This paper examines stops and stations from the transit agency’s perspective; transit managers must consider both the logistical and political factors inherent to transit operations as well as the perspectives of customers they seek to attract and retain. An online survey of U.S. transit systems was administered to estimate magnitudes of managers’ perceived importance of an array of stop/station attributes and objectives to provide a quantitative and objective summary of the collective wisdom of U.S. transit managers. This complements the mostly qualitative and case-study research on this topic. Using a sophisticated nonparametric ranking method, an estimate of the transit agency’s perspective on stops and stations was produced. Respondents clearly believe that safety and security are most important to a good stop/station, followed by ease of transferring and cost-effectiveness. Comfort and aesthetic factors rank much further below these.