NYC-WTC_000187725

NYC 9/11 Public Portal Document

79 For station with the least frequest train service, or fewer than 150 trains per 24 hour period, the land value gradient around the station is expressed as;

RATLSP Al 100 = 2.374316 - 0.109804(WDST) - 0.256344(ADW) ' (.0963) (.0002) - 0.097869(WDP) - 0.667713(POVERTY) (.1333) (.0004) + 0.509124(EMP) - 0.634130(MIDTM) (.0001) (.0438) 0.383689(DNTM) + 0.031707(CRIME.'rape) (.1030) (.7366)

R2 = .1060 As Figure 3.6 shows, at 400 meters or one quarter mile from a transit station, the unit land value will have declined by as much as $77 per square foot under conditions of frequent train service, to $42 per square foot under infrequent service. As a policy variable, transit service frequency appears to have a greater impact on land value than structure type, but a lesser effect than express service or newer station age. The equations show that several independent variables are insignificant and/or have questionable signs in the relationships of moderate and infrequent train service, notably; walking distance to parks (WDP) and miles to Downtown Manhattan (DNTM).

Transit Service Performance Where transit access is provided on subway lines with good on-time performance, the land value gradient around the station declines most steeply if 85% to 90% of trains serving the station are on time. In contrast to infrequency as a poor service measure, the land value gradient rises with distance when service performance falls below 70% of trains on time. Figure 3.7 displays the relationship for a range of on-time service ratios. For stations characterized by good performance, or 85% to 90% of trains on time, the declining land value gradient around the stations is expressed as; RATLSP_Ai 85% 14.273245 - 0.330308(WDST) - 0.194749(ADW) (.0001) (.0118) 0.363665(WDP) - 1.688811(POVERTY) (.0001) (.0001) - 0.067672(EMP) - 0.748352(MIDTM) (.4907) (.0011) - 0.236821 (DNTM) - 0.147939 (CRIME.’rape) (.2577) (.1531) r2 = .2840

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NYC-WTC_000187810