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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.
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.
Although the traditional linear economy brought much prosperity, it has functioned by taking primary resources, turning them into products, and disposing of the waste. In the face of the global climate change crisis, cities need to transit to circular economy. In a city with a circular economy, “reduce-reuse-recycle” will replace “take-make-dispose”. Five areas are central to circular economies: citizen engagement, waste as a resource, Circular design and planning models, New models of procurement, Circular economy incubators and start-up ecosystems. It is also important for city leaders to work with private sector to secure the funds for circular program. Urban mobility will be carbon-neutral, relying on low- to zero-emission vehicles within a broader energy network powered by renewables. Cities and businesses will also generate savings from using recycled building materials and turning waste into fuel to power buses.
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.
Moving beyond the traditional arguments that good schools and neighborhood amenities impact housing prices, emerging research has indicated that urban form and transportation options have played a key role in the ability of residential properties to maintain their value since the onset of the recession. This analysis investigates how well residential properties located in proximity to fixed-guideway transit have maintained their value as compared to residential properties without transit access between 2006 and 2011 in five regions: Boston, Chicago, Minneapolis-St. Paul, Phoenix, and San Francisco.
The Problem with Parking Minimums, analysis of parking in Chicago region, and policy toolkit. EVERY COMMUNITY NEEDS SOME PARKING, BUT WITH THE RIGHT SIZE OF SUPPLY, NEIGHBORHOODS CAN TILT THE SCALES TO DEDICATE MORE SPACE TO PEOPLE THAN TO CARS. THIS IN TURN WILL ALLOW US TO CREATE BETTER CONNECTED, MORE SPATIALLY EFFICIENT, AND MORE AFFORDABLE COMMUNITIES. Addresses the following questions: How does that unused parking impact communities? How much of it exists? And how can rethinking how much parking cities mandate promote neighborhoods that are more compact and affordable with access to frequent transit?
Reconnecting Fort Wayne: Transportation is a six part report designed to promote sustainable transportation planning in Fort Wayne. The first five reports, published in December of 2007, are innovative approaches or tools for analyzing current conditions and offering more transportation choice and lower household transportation cost. This report explores how the city of Fort Wayne could increase transportation equity by including streetcars in their transit-oriented development (TOD) plan.