#psutrec

Abstract

Abstract

This paper analyzes the transferability of a composite walkability index, the Pedestrian Index of the Environment (PIE), to the Greater Montréal Area (GMA). The PIE was developed in Portland, Oregon, and is based on proprietary data. It combines six urban form variables into a score ranging from 20 to 100. The measure introduces several methodological refinements which have not been applied concurrently in previous efforts: a wide coverage of the different dimensions of the urban form, together with the use of a distance-based decay function and modelling-based weighing of the variables.

This measure is applied to the GMA using local data in order to evaluate the feasibility of its transfer (the possibility of locally replicating the measure). It is then included in a series of mode choice models to assess its transferability (the capacity of the measure to describe walkability and predict mode choice in another urban area). The models, segmented by trip distance or trip purpose, are estimated and validated against observed trip data from the 2013 Origin-Destination survey.

The research team, led by PSU’s Nathan McNeil and Jennifer Dill, surveyed residents of Philadelphia, Chicago and Brooklyn. One reason persons of color and low-income residents in those cities said they did not use bike share programs was because of fear of traffic and concerns for their personal safety, including fear of harassment or becoming a victim of a crime.

The report makes several suggestions for improving ridership among minorities and low-income residents, including discounts and other cost-saving measures. It also suggest greater public relations efforts to let those populations know how to use bike share and how to access available discounts.

Bike share customers typically use a credit card at a bicycle docking station, although cash options are sometimes available. The process allows riders to check out a bike for 30- to 60-minute intervals before returning it there or to another station. Customers can also use smartphones to locate docking stations and see if bikes are available.

But the report found that lower income people of color were far less likely to own a credit card, a debit card, a smartphone or have reliable internet access than higher income residents.

Cost was also a big factor among lower income respondents, as was the fear that they would have to pay for the bike if they damaged it. Although reduced-cost membership for low-income residents -- such as Portland’s BIKETOWN for All program -- is available in some cities, about a third of the respondents didn’t know about them. Eighty percent said they would be more likely to use bike share if those options were in place.

Bike sharing systems have grown rapidly over the last decade, going from a few select European cities to expanding in North America at a pace of nearly two dozen cities per year. There are more than 150 bike share programs in the United States.

The report states that less than half of low-income people of color have a driver’s license and only 17 percent own a bicycle, and that bike sharing could go a long way in filling their transportation needs.