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This report provides a brief but comprehensive overview of metropolitan planning organization reform. This report unpacks the concept of metropolitan planning organizations in a useful and efficient way and describes how these organizations may have both positive and negative effects on metropolitan infrastructure, democratic representation, and commerce. It examines these negative impacts and responses to these issues, including calls for metropolitan planning organization reform. This report evaluates options for reform and closes by evaluating a number of exemplary metropolitan planning organization reforms in states and municipalities.
In cities that are building protected bike lane networks, cycling is increasing and the risk of injury or death is decreasing. Pairing appropriately-scaled bike share with protected bike lanes increases ridership and is essential to equity and mobility efforts.
An ordinance relating to Seattle\'s Complete Streets policy, stating guiding principles and practices so that transportation improvements are planned, designed and constructed to encourage walking, bicycling and transit use while promoting safe operations for all users.
A parking benefity district is an area defined by separate ordinace in which a percentage fo the funds collected from a paid parking space within district is used to fund improvements that promote walking, cycling and public transit use within the district.
This report is a resource for community organizers who want to improve transit options in their local community. This report includes case studies of successful ridership campaigns and best practices for organizing riders and transit workers.
The ordinance requires the operator of a motor vehicle to create a safe environment for a Vulnerable Road User, including pedestrians, a person on horseback, and persons operating equipment other than a motor vehicle, by giving them space on the road and yielding the right of way.
Transportation is the linchpin that allows us to function in our daily lives. Whether we move by foot, bicycle, car, bus, skateboard, or wheelchair, we all need to travel to meet everyday needs. We use transportation to buy food, find housing, get to school and work, access recreational opportunities, visit friends and family, and obtain health care and government services - as well as get to literally everything else we do outside our homes. But our society suffers from considerable inequity, and transportation is no exception. Low-income people and people of color in the United States face transportation hurdles that can mean that just accessing basic needs is time consuming, dangerous, and sometimes almost impossible. Instead of travel time allowing people to safely and conveniently get the physical activity they need while accomplishing daily objectives, travel is instead a source of stress that undermines health. Without safe and convenient transportation, low-income families can remain trapped in poverty, unable to access the employment and educational opportunities necessary to succeed. Healthy food, safe playgrounds, high-quality schools, health care, and other services - our transportation system allows some to access these with ease, but creates significant impediments for others.
Diversity created the city. But diversity has never been easy. American urbanism has been a process through which communities-diverse in ideology, in interest, in income, in ethnic background and in racial identification-have negotiated space. Some of this evolution has been brutal. Today\'s cities are, among other things, the result of generations of racism and classism and struggles in the face of those discriminations. As decades and centuries have gone by, racial boundaries in the United States have shifted; discrimination has remained. Transportation has been near the heart of that struggle from the start. From housing choice to bus frequency to freeway routing to sidewalk quality, cities have often failed to equitably distribute the costs and benefits of mobility. Today, U.S. cities are using a new tool to help make bike transportation a mainstream part of urban American life: protected bike lanes. As this investment has taken place, city leaders and community activists have asked us for advice on how to make sure their decisions about this infrastructure don\'t continue the cycle of oppression.
The ballot measure would fund Metro bus service and other road safety, maintenance and transportation improvements in King County by authorizing the King County Transportation District to impose, for a period of ten years, a sales and use tax of 0.1% and an annual vehicle fee of sixty dollars ($60) per registered vehicle, with a twenty dollar ($20) rebate for low-income individuals. If approved, sixty (60) percent of the proceeds would fund Metro bus service. The rest would be split among King County cities and unincorporated King County area on a per-capita basis.
This ordinance designates a portion of the county to be a transportation improvement district and allocates funds for the improvement of county infrastructure in this area. This ordinance also permits public-private partnerships in this district and establishes equitable transit and access as a development priority in this district.