John Hennessy III,
P.E.
Subway reliability is way down, and the bus system is shedding riders at an alarming rate. And because transit is so unreliable, today New York is accommodating growth in cars, in the form of the tens of thousands of Uber and Lyft vehicles we now find on our streets each day.
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We looked at 100 cities on a global basis and not one US city made it into the top 20. The highest ranking city was New York City, and they came in at number 23. Probably the biggest challenge that all of the US cities face is the continued dependency on passenger-car travel. We don’t have nearly as well developed metro systems or transit systems for sharing or using alternative means–whether it’s walking or bicycles or other methods of getting around. That’s the big challenge for the US cities, is to look at how they go about diversifying their transportation options.
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PennDOT operates one of the most ambitious and comprehensive public-private partnership (P3) programs in the nation. The featured projects bring value to Pennsylvania by significantly reducing structurally deficient bridges, supporting motorist safety, enhancing mass transit and rail service, and in some cases, generating new revenue to support future investment. –Pennsylvania Department of Transportation on YouTube
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While many cities feel the immediate positive outcomes from wealth flooding into metropolitan regions, they also feel the negative impact on community members of varying income levels – particularly, those at the bottom that face increased housing prices, greater need for social services and growing concern for community safety. The income inequality and wealth gaps are at outsized levels, with the richest 0.1 percent holding the same amount of wealth as the bottom 90 percent. And when examined through a racial equity lens, the disparities become even starker; on average, white families have six times the wealth of African American and Hispanic families. This is where we are now. Unfortunately, the current policy environment at the national level isn’t focused on alleviating these inequities—cities are.
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REGIONAL PLAN ASSOCIATION (RPA) The following is an excerpt of The Fourth Regional Plan: Making the Region Work for All of Us Most of the public institutions that govern the region were established in a different era. Because of this legacy, the region’s 782 municipalities are responsible for critical decisions about land use, property taxes, […]
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If the Regional Plan of New York and Its Environs, from 1922, was about realizing that New York City was part of a larger regional economy and natural ecosystem; if the Second Regional Plan of 1968 was about trying to concentrate unconstrained sprawl into a constellation of regional cities; and if the Third Regional Plan of 1996 was about reinvesting in the infrastructure systems of the region to reassert our prominence on the national and international stage—then the lesson we learned from four years of data analysis and public engagement is that the Fourth Regional Plan is about creating and recreating our public institutions, and shaping them to make positive change happen.
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Without new affordable homes and walkable neighborhoods, housing markets tighten and costs rise, leading to less disposable income, longer commutes, the need to work longer hours, more stress, and poorer health for the region’s households. This disparity falls most heavily on the region’s lower-income households who, as referenced in RPA’s report Pushed Out, have seen housing costs rise unabated and continue to get pushed further away from central, walkable areas with access to jobs2. But it affects others as well – young families, seniors and anyone who needs affordable housing and doesn’t want to or can’t spend hours a day behind the wheel.
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Jim Mathews is President and CEO of NARP. Before joining NARP, Mathews was Executive Editor of the Aviation Week Intelligence Network. During his 26-year tenure at Aviation Week, he cultivated the company’s digital strategy and led teams that twice won national awards for best news website. Mathews served on the Amtrak Customer Advisory Committee for six […]
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School buses might not grab headlines, but they are a critical part of American K-12 education, providing millions of kids with a safe way to get to and from school each day.
But America’s school transportation system needs work — it’s expensive, inefficient, and slow to adjust to the changing education landscape.
To help people understand why we should be thinking differently about school transportation, we created a simple, 3-minute video explaining how school transportation works and doesn’t work for students, schools, and communities and how we can start thinking about solutions.
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As Chicago strives to become a more connected, prosperous, and equitable city, elected officials and transit agency leaders must take action to improve bus service. More than half of CTA trips in Chicago are made by bus and it’s one of the most affordable transportation options in many neighborhoods where people can’t easily access the El train. Every day, buses are connecting people to jobs, schools, and other critical services while taking up far less space on the road than private vehicles. While buses continue to play a central role in the city’s transportation system, there are signs that quality bus service is under threat in a changing transportation environment.
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