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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 contends that creating and preserving diverse transit-oriented neighborhoods is sound public policy that would favorably impact households and regions on multiple fronts, resulting in: a broader range of housing opportunities, greater transportation choice, better environmental outcomes and stronger family and neighborhood economies. There is no single silver bullet for creating and preserving such neighborhoods, however. Promoting and preserving diverse transit oriented neighborhoods requires policies that address housing, land use and transportation, experienced practitioners in several sectors, tools geared to promote transportation-oriented development (TOD )and affordability, and flexible financing.
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.
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.
Reducing the negative impacts of storm water is gaining priority in United States communities’ efforts to develop more sustainably and to comply with Clean Water Act requirements. Nationwide, communities may need to invest hundreds of billions of dollars in coming decades to meet clean water goals, assuming expansion and repair of conventional infrastructure (US EPA 2002). These projections include $54.8 billion for combined sewer overflow (CSO) control, and another nine billion dollars for storm water management programs (US EPA 2008a). The Clean Water Act’s regulatory requirements, along with perennial budget struggles facing many municipalities, are driving cities and utilities to identify and choose the most cost-effective approaches to storm water management.
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.
Gold plating is when we make changes to projects that are outside the scope of the original plan, resulting in increased time, expenses, and waste. Gold-plating presents barriers to accomplishing good urbanism in the form of initial financial costs that can completely block growth. A lean infrastructure approach to city planning focuses on smaller, incremental improvements instead of sweeping, inefficient upgrades. It prioritizes long term well-being, expandable and scalable projects, and building community competency and ownership of their neighborhoods. The document provides a theoretical and historical overview of infrastructure planning and lessons learned from past mistakes to help city planners move forward with a recommitment to designing workable solutions that support civilization in an economical and sustainable fashion.
The City of Baltimore commissioned the Center for Community Progress to evaluate the City's the Vacants to Value (V2V) program and make recommendations for future program directions. The V2V program is a multifaceted strategy to use code enforcement and related tools to reduce the number of vacant properties in the city and put them back into productive use; or, as stated in the City’s Request for Proposals, “to address conditions of blight and abandonment and to help realize Mayor Rawlings Blake’s 10 Year Plan to grow the city by 10,000 households by 2020.” It was designed to be “a market-based and data driven, geographically focused program that employs seven strategies to eliminate blight and strengthen neighborhoods.”