Existing and emergent microtransit and micromobility solutions promise to improve public transit for policy sensitive receptors and people in critical occupations and to create more financially sustainable transit. These multimodal solutions are examined for specific demographic segments. The study is based on an analysis of the Santa Clara Valley Transportation Authority (VTA), serving metropolitan San Jose, California, USA.

We examine the relative impact of increased housing vs. increased parking availability on ridership of public transit. The approach sheds light on the trade-off in alternative land uses near transit stops: park-and-ride (PnR) vs. transit-oriented development (TOD). In the example of one city studied here, econometric analysis suggests that PnR provides more transit ridership than housing. However, the transit agency may choose the alternative of reducing PnR and partnering with housing developers as a source of new non-fare revenue that creates vibrant, walkable growth in station areas, which is considered to be just as important as ridership.

This study analyzed the reporting of multilevel modeling applications of a sample of 99 articles from 13 peer-reviewed journals in education and the social sciences. A checklist, derived from the methodological literature on multilevel modeling and focusing on the issues of model development and specification, data considerations, estimation, and inference, was used to analyze the articles. The most common applications were two-level models where individuals were nested within contexts. Most studies were non-experimental and used nonprobability samples. The amount of data at each level varied widely across studies, as did the number of models examined. Analyses of reporting practices indicated some clear problems, with many articles not reporting enough information for a reader to critique the reported analyses. For example, in many articles, one could not determine how many models were estimated, what covariance structure was assumed, what type of centering if any was used, whether the data were consistent with assumptions, whether outliers were present, or how the models were estimated. Guidelines for researchers reporting multilevel analyses are provided.

This study analyzed the reporting of multilevel modeling applications of a sample of 99 articles from 13 peer-reviewed journals in education and the social sciences. A checklist, derived from the methodological literature oil multilevel modeling and focusing on the issues of model development and specification, data considerations, estimation, and inference, was used to analyze the articles. The most common applications were two-level models where individuals were nested within contexts. Most studies were non-experimental and used nonprobability samples. The amount of data at each level varied widely across studies, as did the number of models examined. Analyses of reporting practices indicated some clear problems, with man v articles riot reporting enough information for a reader to critique the reported analyses. For example, in many articles, one could not determine how many models were estimated, what covariance structure was assumed, what type of centering if any was used, whether the data were consistent with assumptions, whether outliers were present. or how the models were estimated. Guidelines for researchers reporting multilevel analyses are provided.

We begin by reviewing literature describing the characteristics and policy issues bearing on freight. We extract from that literature a structure for describing those policy issues, and then go on to design a series of map displays and quantitative measures that provide a linkage between the characteristics of local delivery trucking and the public policy issues that stem from and influence these characteristics. The Regional Freight Logistics Profile (RFLP) emerges as an easy-to-understand yet comprehensive description of urban trucking that stimulates a more constructive dialog among government transportation leaders, shippers, truckers, and the general public. The design balances coverage of the variety of public and business concerns relative to freight against the costs and other practicalities of collecting data. To overcome reluctance on the part of private companies to reveal performance information, we have designed an institutional approach to gathering truck fleet performance data that does not compromise confidential performance data from competing carriers and shippers. We recommend that metropolitan planning organizations, as well as state and federal freight mobility offices with responsibility for technical assistance to MPOs, review the RFLP design for potential adaptation and adoption.

Transportation system investments that are costly and have a long intended life are risky if decision-makers shape those investments in response to inaccurate forecasts about the future travel environment. Historically, many forecasts have turned out to be wrong on the basic determinants of future travel patterns, including population, employment, household activity, spatial development, and government policy outcomes. Uncertainty and risk in forecasting travel demand result from the complexity of the urban system and its evolution. Nevertheless, one can identify and analyze a set of discrete factors that are likely to have a significant effect on mobility in the future. These factors stem from technological invention, product innovation, and marketplace transformation, all primary features of the urban environment. Many of the factors can be thought of as vectors that have both spatial direction and magnitude with respect to changing travel demand. Examples of factors working in different directions are center city revitalization versus affordable homes with backyards, and electronic commerce for online shopping versus e-commerce in support of suburban superstores. Factors like these are visible in a survey of social and marketplace trends, and are related to the emerging network economy, market and lifestyle shifts, and environmental changes. These changes influence future land use and travel patterns across both personal and commercial transportation. When viewed in aggregate, the factors point to significant uncertainty and risk, and to a need to rethink the methods that are used by most metropolitan planning organizations to forecast the effects of investments and public policies on future travel patterns.

Many metropolitan planning organizations across the United States have embraced transit-oriented development (TOD) as their regional planning paradigm. Regional and local transit agencies have made--or plan to make--major investments in new transit capacity, particularly rail systems. These agencies expect that dense and mixed-use development around stations will follow and cause significant shifts away from automobile usage for both work and non-work trips. Federal transit support for construction of these new systems is conditioned on a showing of supportive land-use patterns, and several separate federal initiatives have been mounted to encourage the integration of transportation with land development. In spite of these unprecedented efforts, real benefits of TOD on a metropolitan scale remain problematic, in part because of the difficulty in estimating with sufficient certainty the market response to policies seeking major land-use and transit system changes. In particular, the effect of TOD on non-work activities, from which a majority of all personal travel is derived, has not been thoroughly addressed. The analysis of travel for purposes of shopping, eating out, and recreation is complex because of the interplay of numerous variables that determine developer, store owner, and consumer reaction to transit investments, land-use policies, and other government actions. New data and insights regarding the consumer marketplace are obviously needed to evaluate realistically the likely success of TOD and the expensive investments in new transit capacity that it requires. A major effort to coordinate and cross-fertilize the Nationwide Personal Transportation Survey with other national surveys could provide a better understanding of consumer preferences, industry location decisions, and household activities that determine travel patterns. Marshaling the collective power of these surveys will help in setting pragmatic national, state, and local policy on transportation and land use, and in determining the most cost-effective allocation of federal and local transportation funds. The nation needs to take a comprehensive and systematic approach to data that do justice to the longer planning horizon implicit in the TOD paradigm.

Transit-oriented development (TOD) has become the dominant urban growth planning paradigm in the United States. Yet scant evidence has been proffered to indicate that it will produce significant environmental and social benefits commensurate with the costs of the major transportation system improvements that it requires. Sixteen distinct planning issues will determine whether TOD significantly changes travel behavior in a metropolitan region. While some analysis exists, understanding of these issues needs improvement. In particular, more research is needed on non-work travel, retail market dynamics, and the likely constraints this $2.3 trillion area of business and human behavior imposes on TOD.

An essential tenet of the new urbanism is that existing as well as new activity centers of metropolitan regions should be developed to higher densities and a greater mix of uses. New urbanism suggests that if centers with different commercial functions are numerous and linked by high-quality transit service, people will significantly reduce their use of automobiles for both commuting and nonwork travel. Working against this ideal of transit-oriented development (TOD) as an organizing concept for urban design are strong market and socioeconomic forces that have created the current highly variegated commercial structure characteristic of urbanized areas in the United States. Results are reported of a preliminary exploration of retail industry decision making, consumer behavior, economic trends, and other key factors that have shaped the retail environment of metropolitan areas over the past 50 years. Well-known human motivations such as bargain hunting, comparison shopping, and variety seeking are reflected in the ongoing executive decision making and resource allocation by chain stores and multinational service institutions that increasingly dominate consumer markets. Efforts to reshape existing land use patterns often meet strong opposition from current residents. This complex of consumer, organizational, and political behavior could well constrain the vehicle travel reductions sought by proponents of new urbanism. Competitive retail industry practices and the associated consumer response are potential impediments to the success of TOD that should be addressed by metropolitan planners.

CLINICAL MATERIAL AND METHODS The effect of hydrochlorothiazide has been studied in a total of thirty-two patients, twenty-six from the clinic or ward population of the House of the Good Samaritan and six from the Cape Cod Hospital. Their ages ranged from five to seventy-six years with a mean of forty-four. Six were males and twenty-six were females. Table I, listing patients according to diagnosis and cause of fluid retention, shows all but three patients had congestive heart failure. The thirty-two patients were observed for a total of 2,741 patient-days with a mean of 85.7 days per patient. Within this observation period hydrochlorothiazide was administered for a total of 1,949 patientdays with a mean of 60.9 days per patient. The dose ranged from 25 to 200 mg. daily. Most patients received 100 to 150 mg. per day in divided doses. Ambulatory Patients: Twenty-six patients were examined weekly on an out-patient basis to evaluate their congestive heart failure. Special forms recording history, physical findings and laboratory data were completed each time. In addition, each patient was asked to collect, measure and record the daily urine output on a specially prepared sheet. About half of the patients cooperated in this task with a high order of accuracy well corroborated by changes in weight. Body weight and average daily urine output, when available, were the chief measures of the degree of fluid retention. Plan of Diuretic Administration: Because most of the ambulatory patients suffered from severe congestive failure and lived at some distance from the hos-