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How to use Transportation Snapshot
Look up an Address Snapshot or Place Snapshot in the search form above and then look for the Transportation Snapshot link under the heading "Additional Snapshots".
Transportation Snapshot requires a Cityscape Real Estate Pro membership, or the purchase of the corresponding Place Snapshot.
What is Transportation Snapshot?
Transportation Snapshot extends Address Snapshot and Place Snapshot, and analyzes the transportation assets, insights, and data, about or around an address, property, or area.
Transportation Snapshot visualizes information about...
- Nearby bus stops, train stations, and bike share stations
- How people who live in a place commute to work
- Where people live and work
- Parking footprints for land use analysis
- Nearby intermodal yards and Amazon facilities
Ready to dive in? We recommend demoing these Transportation Snapshots
- Humboldt Park, an INVEST South/West area
- Humboldt Park - Chicago Ave, an INVEST South/West priority corridor
The Transit Service Frequency App hosts stop- and alignment-level service frequency data from 559 transit providers around the globe who have published route and schedule data in the General Transit Feed Specification (GTFS) format through the TransitFeeds website, a global GTFS clearinghouse. Stop- and alignment-level service frequency is defined as the total number of transit routes and transit trips passing through a specific alignment segment or a specific stop location. Alignments are generalized and stops nearby stops aggregated. (Created by researchers at the University of Minnesota, Minneapolis)
Housing and transportation costs consume about half of the average household budget, but it can be difficult for people to fully factor transportation costs into decisions about where to live and work. The Location Affordability Index (LAI) works to close this gap by providing estimates of household housing and transportation costs at the neighborhood level along with constituent data on the built environment and demographics. This site provides access to that data as well as comprehensive documentation of how the Location Affordability Index has been developed and updated. Created by HUD.
The Metropolitan Chicago Accessibility Explorer is a product of the Travel Behavior & Urban Systems Research Group at the Department of Urban Planning and Policy at UIC. The goal of the Explorer is to measure and display accessibility to a variety of activities in the Chicago Metropolitan area in a relatively simple, user friendly, online platform. We want it to be a resource that planners and policy makers can readily use to evaluate how well the transportation system is connecting people to activity locations.
The City of Chicago can confer ownership of little used streets and alleys to adjacent property owners. (PDF)
The traditional measure of affordability recommends that housing cost no more than 30% of household income. Under this view, a little over half (55%) of US neighborhoods are considered “affordable” for the typical household. However, that benchmark fails to take into account transportation costs, which are typically a household’s second-largest expenditure. The H+T Index offers an expanded view of affordability, one that combines housing and transportation costs and sets the benchmark at no more than 45% of household income.
Ridership statistics and other data and mapping tools to measure transit use and availability in Chicagoland.
Pedestrians First measures walkability for babies, toddlers, their caregivers, and everyone in cities. Has interactive, city-specific tools. From the Institute for Transportation & Development Policy (ITDP)
The Northwestern University Transportation Library has special collections of digitized material of brochures, images, and other resources for Chicago area transportation projects and transit.
A map showing Chicago Department of Transportation (CDOT) permits for work in the public way. It also shows planned (future) street and infrastructure work.
With appropriate policies, TODs can solve both environmental and equity goals simultaneously On the one hand, TODs could most effectively meet the goals of reduced driving and reduced greenhouse gas emissions by attracting high-income households. It is these households that drive the most, and the biggest reductions in driving will, unsurprisingly, come from people who would have driven the most if they lived elsewhere. On the other hand, low-income households are more likely to use the transit TOD proximity offers, and likely benefit the most from increased access to jobs and other opportunities that transit provides.