To search for model legislation, research, reports, and more, type your area of interest into the search bar above. You can filter your search by state, level of government, document type, and policy area to match the info you need to your unique community’s progressive goals.
This report outlines a framework for mobility equity, or a transportation system that increases access to high quality mobility options, reduces air pollution, and enhances economic opportunity in low-income communities of color. Decades of local, regional, and state transportation plans and investments have not adequately responded to the mobility needs of low-income communities of color, reinforcing unequal land-use patterns and contributing to disproportionate health and economic impacts. Today, technological advancements are making it easier to address community-identified mobility needs with a multitude of clean transportation options. However, we lack the planning, policy, and decision-making structures that will equitably deliver mobility benefits to low-income communities of color. To establish a transportation system that benefits all people, California must embrace an equitable deployment of investments and policy interventions to prioritize the mobility needs of low-income individuals of color and address the historical neglect they have experienced. This type of reform must center social equity and community power as primary values in all transportation planning and decision-making. To get there, this paper proposes a framework designed to elevate these values and address structural inequities through an adaptable, customizable process for community, advocates, and transportation decision-makers.
The report examines energy use and where energy emissions come from, with a focus on how to develop sustainable transportation systems, reducing emissions in the electric power sector, industrial sector, and to promote energy saving opportunities amoung residents.
The CTF and MTTF are two financial instruments for funding the department of transportation. The reports explores and makes recommendations for improving the funding process.
The report examines the state's roads, bridges, and public transition systeam making recommendatiosn for maintaining and improving them
The policy has driven the market to electric vehicles. The federal and state incentives with strong standards and accountability, and make investments in electic vehicle infrastructure. The report lists the details about the effort the government made on promoting electric cars and the advantages the they have for customers.
A review of the city by city commitments reveals an overwhelming concern with the energy efficiency of buildings; in a few cases, particularly where the local energy utility is municipally owned, there’s a major focus on green power; all cities are committed to “lead by example” by greening their own buildings and fleets; and only in a handful are there significant commitments to reducing transportation emissions area-wide.
A greenhouse gas emissions inventory was conducted for Chicago and its metropolitanregion for the years 2000 and 2005. Emissions of carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride totaled 34.7 million metric tons of carbon dioxide equivalents (MMTCO2e) in Chicago in 2000 with 91 percent of emissions attributable to the indirect emissions associated with electricity consumption, the direct emissions of natural gas use, and the direct emissions of the transportation sector. A portfolio of 33 potential emissions reduction strategies was analyzed that, implemented together, could meet Chicago’s target of reducing greenhouse gas emissions to 25 percent below 1990 levels by 2020. The largest potential for reduction is found in the areas with the largest emissions—energy use in buildings and transport. Compared to its metropolitan region, Chicago is found to have existing transportation efficiencies on a per household basis that can be an example for other communities.
On June 24, 2009, President Barack Obama signed into law the Consumer Assistance to Recycle and Save Act of 2009 which gave up to $4,500 to owners of vehicles with poor fuel economy who trade them in for more efficient new vehicles. This \"cash-for-clunkers\" program was touted as meeting three objectives: increasing vehicle sales, at a time when the U.S. auto industry is struggling; reducing fuel use; and reducing greenhouse gas emissions. This column examines the workings of the program as well as describes what kinds of vehicles can be turned in and purchased under it. The column then assesses how well the program meets its stated objectives. In conclusion, the authors found that the program will chiefly benefit the vehicle manufacturers as there is such a narrow differential in mileage between traded-in and new vehicles eligible for credit that the resulting reductions in fuel usage and GHG emissions will be modest. In addition to this, they found that the energy cost of building new vehicles must be factored into the equation as the carbon dioxide payback time for manufacturing vehicles can take several years. Lastly, the column points out that the program greatly affects income distribution as it encourages old cars to be crushed and shredded, thus reducing the supply of old cars and presumably raising the price of those that remain, in turn hurting lower income people.
White Street-Springfield Avenue Corridors analysis as part of Champaign-Urbana Urbanized Area Transportation Study\'s multi-phase mobility implementation plan (miPLAN).
Identifies and contextualizes the individual and larger effects of transit deserts in Cook County, where communities lack of mobility options and access to high quality transit despite having a high demand for transit options.