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Public transit improvements could cause more clustered and higher-density employment and enable urban growth, giving rise to agglomeration economies by improving labour market accessibility, increasing information exchange and facilitating industrial specialisation. Using data on US metropolitan areas, this paper traces the links from transit service to central city employment density, urbanised area employment density and population; and from these physical agglomeration measures to average wages and per capita GMP. Significant indirect productivity effects of transit service are found. For example, in the case of central city employment density, estimated wage increases range between $1.5 million and $1.8 billion per metropolitan area yearly for a 10 per cent increase in transit seats or rail service miles per capita. Firms and households likely receive unanticipated agglomeration benefits from transit-induced densification and growth, and current benefit–cost evaluations may therefore underestimate the benefits of improving transit service, particularly in large cities with existing transit networks.

This paper examines the relationship between patterns of trip chaining and urban form. The goal is to examine whether lower density environments are related to more frequent reliance upon trip chaining and more complex tours. The analysis uses the 2001 National Household Travel Survey to evaluate household individual travel and trip characteristics alongside a basic measure of residential density. Two estimation techniques, the ordered probit and the negative binomial model, are used to evaluate the factors associated with the tendency to combine trips into more complex tours, measured as the number of stops. The results indicate that, accounting for key household and traveler characteristics, lower density environments lead both to a greater reliance upon trip chaining and to tours that involve more stops along the way. This is followed by a household level analysis of tour generation. Crane and Krizek have suggested that more accessible areas will tend to generate more tours. However, we found no evidence for this in our analysis.

AbstractThe COVID‐19 pandemic altered daily activities. Many consumers reverted to online grocery shopping and home delivery. We analyze factors associated with the decision to grocery shop online and whether this will persist post‐COVID using data collected via a representative online Qualtrics panel in the State of New Jersey (N = 1,419). Around half of respondents either decreased in‐person shopping, increased online shopping, or pursued a combination of both. We used factor analysis to decompose attitudes towards the pandemic, finding that attitudinal responses broke down into 'fearful', 'believers', and 'deniers'. Binomial regressions were used to analyze patterns of frequency of grocery shopping during the pandemic and changes in behavior during the pandemic. Results suggest that age, gender, ethnicity, educational attainment, having children at home, and attitudes towards COVID‐19 are likely to influence frequency of online and in‐person grocery shopping. Specifically, being 50 years or older is negatively associated with online grocery shopping. Those who deny COVID‐19 were less likely to decrease in‐person grocery shopping. People who had children at home, who had advanced degrees, or who were of Hispanic origin were more likely to increase online shopping and decrease in‐person shopping during the pandemic. While our results suggest that in‐person grocery shopping will return to prepandemic levels, we found that respondents report some increased persistence in online grocery shopping post‐COVID.

It has been shown that road safety laws, such as motorcycle helmet and safety belt laws, have a significant effect in reducing road fatalities. Although an expanding body of literature has documented the effects of these laws on road safety, it remains unclear which factors influence the likelihood that these laws are enacted. This study attempts to identify the factors that influence the decision to enact safety belt and motorcycle helmet laws. Using panel data from 31 countries between 1963 and 2002, our results reveal that increased democracy, education level, per capita income, political stability, and more equitable income distribution within a country are associated with the enactment of road safety laws.

This paper examines the mode choice behavior of children's travel to school based on surveys conducted at a sample of schools in New Jersey. The main focus is on a variety of network design, land use, and infrastructure variables that have typically been associated with walking activity. Using a mixed logit model, it is found that good connectivity, more intense residential land use, and better sidewalk infrastructure are associated with increased walking to school. The use of a mixed logit model allows the examination of individual heterogeneity. Results indicate substantial heterogeneity in behavior associated with built environment variables.