Contributor Blog

Much of my work involves developing transportation demand management and smart growth policies which improve travel options (walking, cycling, public transit, carsharing, etc.), reform pricing and transport planning to encourage travelers to choose the most efficient mode for each trip, and create more accessible, multi-modal communities.

An important new book, Healthy, Equitable Transportation Policy: Recommendations and Research, and its summary report, The Transportation Prescription: Bold New Ideas for Healthy, Equitable Transportation Reform in America, were just published by the Convergence Partnership, a coalition that supports more rational and equitable health policy.

To celebrate an important victory a winning team sometimes parades around the arena with their coach on their shoulders as the fans cheer in adulation. Planners sometimes deserve similar treatment! For example, regardless of who wins the 2010 FIFA World Cup to be held in South Africa June and July 2010, the real victor will be residents of the four cities where matches will be held, who gain an efficient new public transportation system as a long-term legacy. Everybody wins!

A few days ago I posted a blog that discussed the concept of Universal Design (transportation facilities designed to accommodate all possible users, including those with disabilities and other special needs) and the value it provides to individuals and communities. One way to approach this issue is to define the design vehicle for pedestrian facilities.

I spent the last week teaching a professional development course for young planners in Buenos Aries, Argentina. It’s been a wonderful experience – my students are smart and enthusiastic, and Buenos Aries is a vibrant city with old-world charm. The buildings, plazas and old statues are beautiful and dignified, although a little frayed around the edges.

I recently read President Obama’s autobiography, “Dreams From My Father.” It is well written and insightful. Obama uses personal stories to explore issues of identity, race, class, politics, power, and what it means to be ‘United Statesian.’  Let me share some observations about  transportation and land use planning issues mentioned in the book.

Should society encourage parents to drive children to school rather than walk or bicycle? Should our transportation policies favor driving over walking, cycling, ridesharing, public transit and telecommuting? Probably not. There is no logical reason to favor automobile travel over other forms of accessibility, and there are lots of good reasons to favor efficient modes, so for example, schools spend at least as much to accommodate a walking or cycling trip as an automobile trip, and transportation agencies and employers spend at least as much to improve ridesharing and public transit commuting as automobile commuting.

Location, location, location. Choosing a smart home location can help households become healthy, wealthy and wise, since it affects residents’ physical activity levels, long-term financial burdens and opportunities for education and social interaction.

The recently released report, Moving Cooler: Transportation Strategies to Reduce Greenhouse Gas Emissions, which recommends various VMT reduction strategies (also called mobility management, transportation demand management, TDM), has raised debate concerning the best way to reduce climate change emissions. Critics argue that that reducing vehicle travel is difficult and costly to consumers and the economy, and instead support strategies that change vehicle design (increased energy efficiency and alternative fuels).

The new report, Moving Cooler: Transportation Strategies to Reduce Greenhouse Gas Emissions, written by Cambridge Systematics and sponsored by a variety of organizations, identifies several dozen transportation climate change emission reduction strategies, including improvements to efficient modes (walking, cycling and public transit), pricing reforms and smart growth land use policies.

The current U.S. healthcare reform proposal is often described as costing a trillion dollars. That will make it difficult to pass. However, the same program could legitimately be described as costing residents just cents per day (or, “less than a cup of coffee”), which would enhance its chance of success (a trillion dollars over ten years is $100 billion annually, about $320 annually per capita, or less than $1 per day, which can legitimately be called “cents per day”).

Planning issues are often considered to be conflicts between the interests of different groups, such as neighborhood residents versus developers, or motorist versus transit users. But planning concerns the future, so it often consists of a conflict between the interests of our current and future selves.

Last year, California, passed SB 375, which requires regional governments to develop smart growth-oriented land use and transportation plans aimed at reducing VMT.

Transit-Oriented Development (TOD) refers to communities with high quality public transit services, good walkability, and compact, mixed land use. This allows people to choose the best option for each trip: walking and cycling for local errands, convenient and comfortable public transit for travel along major urban corridors, and automobile travel to more dispersed destinations. People who live and work in such communities tend to own fewer vehicles, drive less, and rely more on alternative modes.

Automobile industry subsidies are an inefficient way to support economic development. Even worse, policies intended to support automobile manufacturers and recover loans can be economically harmful. 

Politicians and planners be warned: you will now be judged according to your ability to improve walking, cycling and public transit services.  

I would like to expand an ongoing debate between Reason Foundation policy expert Samuel Staley and me concerning land use policy impacts on affordability and economic stability to include two additional issues: household economic resilience and wealth accumulation.  

In a recent blog I emphasized the value of using smart growth policies to increase household affordability and support regional economic development. In his blog, “Planning Foreclosures,” Samuel Staley reaches a very different conclusion.

Is a $50,000 annual income wealth or poverty in North America? By historical or international standards such an income should be considered wealthy and luxurious, but most people I know consider it poverty because of the high cost of living.

We have just published a new report, "Smart Transportation Economic Stimulation: Infrastructure Investments That Support Strategic Planning Objectives Provide True Economic Development" which discusses factors to consider when evaluating transportation economic stimulation strategies.