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Incorporating location efficiency (measured here as the cost of transportation associated with places) into policy and affordability analysis exposes previously hidden financial burdens and time constraints for households, poor location decisions by developers, and missed and misplaced opportunities for municipalities. Furthermore, it challenges misinformed criticisms of the cost of building transit, since these critiques do not fully account for the benefits or take into account the hidden costs associated with sprawl and auto dependency. Not only are the high costs of transportation hidden, but so are the low costs, and therefore so is the inherent value of more convenient in-town urban, inner-suburban, and other urbanizing locations. Consequently, many of these convenient but undervalued areas suffer from disinvestment and lack the ability to attract new investment and redevelopment.
A diverse group of neighbors and businesspeople from the portion of Milwaukee Avenue between the Western Avenue and California Avenue CTA stations met on November 28, 2007 at the Center for Neighborhood Technology. Their mission was to identify a community vision for the corridor. The area is under significant development pressure and there is active debate about what form of future development is desirable. The community meeting on November 28th was convened to help the alderman and the city understand the community’s concerns and priorities. A facilitated process was used to collect information and develop areas of consensus where possible.
Equitable mobility pilot projects should center the voices usually left out of decision-making through a community-driven process. Equitable mobility pilot projects must also address entrenched injustices by providing the following benefits to low-income communities of color in a way that is meaningful, direct, and assured: (1) Increased access to affordable, efficient, safe, reliable mobility options; (2) Reduced air pollution; (3) Enhanced economic opportunities. Historically, transportation investments and plans have not met the mobility needs of low-income people of color because decisions have been made behind closed doors without community input. This has resulted in these communities suffering from disproportionate levels of transportation-related pollution and longer and less reliable commutes. A lack of good mobility options limits low-income people\'s ability to raise themselves out of poverty. Today, low-income people of color often face financial, technological, physical, or cultural, barriers to accessing shared mobility services (i.e. bikeshare, scooter share, Uber, carshare, etc.). Some of these mobility services have also be shown to compete with public transit ridership and utilize unfair labor practices, both of which harm people of color.
This report provides analysis of Amtrak\'s Downeaster rail line, finding that the current level of service is generating increased usage and economic benefits. With further service and connectivity improvements the Downeaster and connected railroads could provide the basic infrastructure for extensive transit oriented development (TOD). A TOD is a compact and integrated development of homes, retail, and service businesses, public park space and other amenities that create an inviting atmosphere for pedestrians in the area that surrounds a public transit station.
Chicago’s Central Manufacturing District (CMD) was the first planned manufacturing district in the United States. A century ago, 252 firms operated in its huge six-story buildings. Tenants ranged from small manufacturers to big names like Wrigley, Ford, United (Rexall) Drug, Pullman, and Westinghouse Electric. With outstanding rail connections and a broad variety of shared services, the CMD became one of the largest industrial parks in the world. Today, the CMD is empty, but the site retains many advantages, including central location, rail connections, expressways access, and robust fiber optic capacity, that may make it a hub of sustainable manufacturing. Potentially the CMD can be redeveloped as a new industrial ecodistrict.
Three transportation revolutions—electrification, vehicle sharing, and autonomous (self-driving) vehicles—are poised to transform our entire transportation system, impacting everything from how people move and the shape of our communities to the livelihoods of millions now employed in driving jobs. This report seeks to chart a path away from personally-owned autonomous vehicles and instead establish a vision and a path towards a “heaven” scenario that improves mobility for all people, reduces air pollution, and increases economic opportunities, particularly for marginalized populations. In a “heaven” future, all people will have access to fleets of autonomous vehicles that are electric and shared, known as FAVES, that replace the need for personal vehicle ownership. In this equitable and sustainable vision, we must continue to prioritize walking, biking, and public transit—still the healthiest, most sustainable alternatives—over FAVES and all other autonomous vehicles, to the maximum extent possible. To get there, we must put marginalized people first, reclaim our streets for people and not cars, and utilize this autonomous vehicle revolution as a tool to address the transportation, environment, and economic injustices of the past.
The southern suburbs of Chicago (the Southland) grew up in the nineteenth century with a dual identity: as residential communities from which people rode the train to downtown jobs and as industrial centers that rose around the nexus of the nation’s freight rail network. Over the last two generations, many of these communities endured economic hardship as residents and businesses left for sprawling new suburbs and international pressures eroded the industrial base. The environment of the Southland and the entire Chicago region suffered as farmland was paved over at ever accelerating rates, vehicle miles traveled climbed steadily, and thousands of acres of prime industrial land decayed into brown fields.
The overall objective of this project was to lay the conceptual and analytical foundation for a healthy, efficient and sustainable energy economy in Northern Ohio. Under this award, researchers analyzed the feasibility of implementing solar, wind and biogas energy projects in the 9th Congressional District. Others evaluated options for improving the energy efficiency of residential and commercial buildings, as well as the transportation sector.
As more and more regions seek to implement high-occupancy toll or HOT lanes, more and more transit agencies seek knowledge to take advantage of this new infrastructure opportunity. Unfortunately, as is often the case with the rapid diffusion of a new technology, little information is available to guide policy. This research addresses the need for knowledge of the integration of transit with HOT lanes. It first identifies the salient elements of HOT lanes for transit agencies and then systematically compares these features across all 12 HOT lane facilities operating in the United States at the start of 2012. This paper combines a review of the limited literature on HOT lane/transit integration with detailed data collection from functioning projects. The text aims at a general comparison; however, the tables offer an additional degree of detail to facilitate further exploration.
Cities and regions have a many sources of intrinsic values. Some of these are quite tangible, such as the aggregated purchasing power of families and households, or the value of in-place infrastructure for utilities and municipal services. Others are intangible in nature but still quite real and valuable: a sense of community and place, as evidenced by organizations committed to that area’s future, or historic preservation, and quality of life, respectively. By recognizing and valuing both kinds of assets, new strategies can be crafted to capture these benefits and use the resultant resources for community renewal and reinvestment.