1. Inclasswediscussedhowhighway/auto-centricdevelopmentpatternscausemore congestiononroadsandnegativelyaffectedneighborhoodsnearby.Forexamplethe noisepollutionfromthehighlevelsofcartrafficaswellastheincreaseincarbon emissions.Transportationengineershavetriedtoincreasegaspricestoinfluencepeople toliveclosertoamenities.Anotherwaytheytrytoalleviatecongestionlevelsisto encourageridesharingservices.Fromthereading,WhatItLooksLiketoReconnect BlackCommunitiesTornApartbyHighwaysbyRachaelDottle,LauraBlissandPablo Robles.TheRondoneighborhoodinSt.Paul,Minnesotawassplitintwobythenewly constructedInterstate94inthe1960’s.Theneighborhoodwasseparatedintwoandmany homesandbusinessesweretakendown.TodayReConnectRondohasproposedaland bridgetoreconnectpartoftheneighborhoodwhichwaslostalmost63yearsago.Similar situationsarefoundinotherplacesaroundtheU.S.Forexample,Chattanooga, Tennessee;Treme,NewOrleans;Overtown,Miami;BlackBottom,Detroit;WestEnd, Cincinnati;andIndependenceHeights,Houston.Evenwiththeeffortsofreconnecting thesehistoricaldistricts,communitieswillnotbeabletoreturntotheiroriginalstateand thereisstillfearofhighwayexpansion.MarvinAnderson,co-founderandboardchairof ReConnectRondo,planstobuildacommunitythatreflectswhatRondolost.However, residentsareworriedwhethertheywillbeabletobenefitdirectlyfromthenewland bridgesincemostoftheresidentsaredisplaced.Propertyvaluesandcostsareanother majorconcern.Removingthehighwayscouldhurttheeconomyofcitiesbutleaving themtherewillcontinuetohurtthelivesofresidentswholivetherecurrently Another ideatobuildpublicspaceunderthehighwaysisineffectinordertofurtherfixwhatwas lost.Thephysical,social,andeconomicinfrastructuresmustberevisedinorderto preventfuturedisconnectedcommunities.FromNotJustBikes,CitiesAren’tLoud:Cars AreLoud,IfounditinterestinghowNederlandwasabletoproducesuchalowamount ofdecibels.Butitdoesmakesensethatwithallthenoisecancelingtechnologytoday,we don’tpayattentiontohowmuchnoisewearecausinginpublicoutsideofourcars.Noise cancausehealthproblemsandinfluencethepublic'soverallmood.Solutionsforaless noisystreetarelimitingtheamountofcartraffic,producingquietertires,oreven changingtheasphaltroadstobeabletoabsorbthesoundsofoncomingtraffic.Another sourcefromNotJustBikes,titledYouDon’tNeedtoOwnaCar(IfYouDon’tDriveto Work),Ifyouownacarbutdonotuseitonaregularbasis,youarenotfullyutilizingit thereforeyoudonotneedtoownone.Youcouldbesavingmoneythatwouldbetterhelp yougetaroundthecityandnothavetoworryaboutcarmaintenance.Carsharing servicesaremoreaffordablebecauseyoupayforwhatyouuseandyoucanchoosewhich vehicleyouneedtocompleteyourtask.Unlikerentalcars,carsharingprovidesmore freedomandeasyparking.Toexploreindepthoffreewayplanning,thereadingtitled EvaluatingSuccessinUrbanFreewayPlanningbyJohnM. BlairandK.DavidPijawka
statestounderstandthesuccessoffreewayplanning,theauthorsusedteststodetermine whethertheSquawPeakParkwayinPhoenix,Arizonawassuccessful.Byusingasurvey,
threegoalswhichincludewhetherthepublichadpositiveornegativeexperiencesofthe freewayafteritsconstruction,evaluatepublicperceptionsofwhetherthemitigation measuresweresuccessful,andtodevelopaccuratedataofthepublic’sopinionofsaid impacts/measures.Roughlyabout20percentoftheresidentsweredisappointed.Two elementsthatwerebothnegativelyperceivedwerenoiseandvehiclepollution.The lessonslearnedaretoconsiderlocalsittingandlanduseissuesduringtheplanning process,applyadaptivedesignincasethereisapossibilityofmodification,andtohavea cleardesignstrategy.Alwayshavethepublicinvolvedwhenplanningnewprojectsthat affectallwaysoflife.Buthowcancarsberegulated?Wehavetocontrolthegasthat fuelsthem.Inthereading,AreGasolinePricesaFactorinResidentialRelocation Decisions?ByGuangqingChiandJamieBoydstun;thestudyuses1996-2008American HousingSurveydatatodeterminetherelationshipbetweengasolinepricechangesand residentialrelocationchoice.Evidenceshowedthatwithhighergasprices,peoplechose tomoveclosertoworkorschoolleavingtheirpreviousresidencebehind.Drawbacksto thisstudyisitdoesnottakeintoaccountindividualcharacteristicssincethisdataistaken nationally Adoptingasystematicexaminationoftheindividualandaggregatedlevel characteristicswillprovidefurtherinsights.Gasolinepricesaredependentonresidential locationforexampledemographics,whethertheresidentsarerentersorowners,ifthey arelocatedinmetropolitanornonmetropolitanareas,andaninvestigationwithinthe timegeographytheory
2. Inanefforttoreformhighwayproblemsinclasswediscussedcurrentplanningmethods andpoliciesincludingpublicadvocacy,focusingoncompactdevelopment,removing commuterparkingbenefits,subsidizingcongestion,andeliminatingparkingminimums. MultipleadvocacygroupsforexampletheTri-StateTransportationCampaign,Congress forNewUrbanism,TransitCenterandStrongTownsfocusonimprovingstreetdesign, limitingautomobiledominanceonroadways,andsupportingthepublictofeelsafeand beencouragedtowelcomea“multimodaltransportationworld.”Currentlywiththeraised awareness,planshavebeenunderwayandmoreprojectsarebeingdeveloped.Strong Towns,anonprofitmediaadvocacyorganizationthatprovidescontentaboutthefailures ofthepostwarNorthAmericandevelopmentpatternandinformscitizensonhowto makeoursharedspacesbetter.Thereisastrategicplanthatisprovidedandiswhat makesStrongTownswhotheyare.Theyadvocatesixways,throughmedia,education, resources,events,neighborhoodgroups,andthecommunityactionlab.Thereare multiplecampaignstheyfocuson,theyarelistedasendhighwayexpansion,transparent localaccounting,incrementalhousing,safeandproductivestreets,andendparking mandatesandsubsidies.Tofurthersupportyoucansignupformembershiporfindjob opportunities.CongressforNewUrbanism,theCNUfocusesontransportationreform andworkingtoimprovestreetsinallcommunities.Byadvocatingforbettersafetyand establishednetworksthiswouldbenefitpedestriansandimprovewhatitmeanstobeina publicarea.Theystrivefornewstreetdesignstandards,researchandpromotethelatest
designsinordertoreachamultimodaltransportationworldinplanning.Therearefive interactiveboxeswhereyoucanlearnmoreaboutCNUandtheirprogressorcompleted works.Thecategoriesprovidedarehighwaystoboulevards,emergencyresponse,the manual,streetnetworks,andautomatedvehicles.Thereareevenmoreinteractiveboxes withineachpageofinformationfromthewebsite,essentiallythisconnectsyoutomore articlesaboutaspecifictopicyouareinterestedinaboutcities.Transportpolicies,U.S. vsGermany,comparedtotheUSA,peopleinGermanywholivemorethan400meters awayfromatransitstoparemorewillingtonotdriveinacar.Thisisduetothefactthat Germanyhashigherlevelsoftransitservice,largernetworks,andbetterquality.
Americansaremorecar-dependent,givengaspricesaretraditionallylower.Ifprices weretoincreaseitmayconvincedriverstodrivelessandhaveasteeperreductionincar travelcomparedtoGermany.Americanshaveaccesstoothermodesoftransportbutone thingtheyshouldlearnfromGermanyisbeingabletoattractriderstouseothermodesof transit.“IftheUSAwantstoachieveamoresustainabletransportsystem,implementing carrestrictivepolicieswhileincreasingtheattractivenessoftransit,bicycling,and walkingmightbethekey.”In“Whatkindofcompactdevelopmentmakespeopledrive less?,”Thefurthertheamenitiesare,themorepeoplearewillingtodrivelongdistances. Moredenseareasarefoundwithlargepopulationsbutalsowithmanyamenities. Howeverevenwithafewamenities,itcancauseareductionindrivingtrips.Swedenis abletocontrolwherecertainfacilitiesandschoolscanbebuiltintermsoflocalpolicy andplanning.Theauthorstates“Fornewdevelopments,itisimportantthatplanners amendzoningplans,landallocationagreements,andsubdivisionordinancestoenablethe establishmentoflocalamenities.”Notonlysaferstreetsbute-commercecaninfluence lessdriving.Byfocusingondestinationaccessibility,theauthorsuggestsitwould providemorecleareranswersonwhattypeofcompactdevelopmentcangreatlydecrease theurgetodrive.In“Analysis:EndParkingMinimumsNow!”Firstparkingminimums werewritteninthemid20thcenturywhereofficialsbelieveditwouldlimitthe congestiononthestreet.Todayweknowthatisnotthecase,thisactuallyleadsto“more congestion,morepollution,lessaffordablehousingandhigherconstructioncoststhatare passedalongtotenants.”Thereisa13-storytowerwithaffordablehousingat62-04 RooseveltinWoodside,Queensthatdoesnotneedaparkingminimum.Therearetwo majortransitlinesveryclosetothebuildingandaremoreconvenientforitsresidents. Oncethisruleisimplementedinmorecities,itwillbenefitdevelopmentinthelongrun.
3. Inclasswementionedthatoneofthemainreasonswhypublictransitonceworkedso wellintheU.S.wasduetosufficientfunding,lesscar-centricroads,andlesscarsoverall. Thispastcentury,insteadofrepairingtransportationinfrastructure,officialschoseto buildmoreandmoreroadsbutinsteadoffixingcongestionitworsened.Poortransitin suburbsandcitiestodaymeansmorecongestion,increasesinnoiseandairpollution,lack ofpropermaintenanceandfunding,aswellaspoorserviceandlowridership.InAccess Denied:MakingtheMTASubwaySystemAccessibletoAllNewYorkers-
TransitCenter,TheMTASubwaysystemhasbeenlackinginitsefforttobeaccessibleto all,peoplewithdisabilities,baby-strollers,peoplewithluggages,andthosewhoare injuredsadlydonothavethemostconvenienceeventhoughtheMTAispublic transportation.Themaingoalistoimproveelevatorservicesinorderforthegroupslisted beforetofeelincludedandnothavetostrugglewiththestairs.Thereisaneedformore elevatorsinmorestations,aswellasquickermaintenanceifeverthereisaproblemwith theelevators.Thelongestrecordedoutagewasalmostfourmonths.Othercitieshave alreadytakentheinitiative,forexampleBostonandChicago.Itisvitaltoensureanyone whotakestheMTAcanbeabletogetfrompointatopointb.InAmericaAlwaysGets ThisWrong(whenbuildingtransit)-NotJustBikes,tohaveagoodtransitplanyoumust alsobeabletoincorporateefficientlanduse.Americaisfocusedonmakingroadsfor carsinsteadofpublicwhichiswhytransitisnotatitsbest.Asolutionsuggestedwould betocreatemixedusewalkableneighborhoodswithin15minwalkingdistanceoftransit stations.AgoodexamplewouldbePortland,Oregon,whileitisnotcompletelyatthe levelofharmonywithlanduseandtransit,itisagoodmodeltolearnfrom.Inthesocial impactoftransitinvestmentthesereadingsexplainhowoutsidefactorsalsoplayarolein transit.TheLegacyofRacisminTransit-HowWeGotHereandWhattoDoAboutIt fromTransitCenterdiscussesatthebeginningofthecreationoftransitsystems,people werebuildingforwhitecomfort.Therewasn’tafocusonwhethereveryonecoulduse publictransitbutfactorslikeincomeandlocationpreventedcertainethnicitiesfrom havingunlimitedaccess.Specificallyblackandbrowncommunitieswerenotabletotake publictransitinthemostconvenientway.Suburbanresidentsweretheprimetarget insteadofpeopleinlowerincomeandcrowdedresidentialareas.Themetroelectricline isnowbecomingmoreaffordable.Transitpoliceareanothermajorfactorintherace discriminationforagainblackandbrowncommunities.Transitambassadorswere dispatchedtoreducetheamountofpoliceandtostillkeeptrainserviceinorderandina lessviolentapproach.Inordertochangeforabetterfuture,thereneedstobemore investmentsandmoreawarenessforallresidentsinallcities.InPlanningtheBarrio,the studyisonthreelatinobarriosinOakland,LosAngeles,andSanDiego.Theauthor focusesonhowtheirethnicidentitysupportedthesebarriostobecomemorethanjusta spaceandinsteadutilizedtheTODstocreatecommunitydrivenprojectsand opportunitiesforcommunitybenefits.InFruitvale,theyhaveastrongcommunity developmentcorporationduetotheirlonghistoryofactivism.Theyhavethetrustoftheir communityandconnectionstofoundationsandpoliticians.InBoyleHeights,duetothe residentialdisplacementtheyexperienced,thegrassrootactivismfromtheHopeVI projectledtoanti-gentrification,neighborhoodbasedsocialmovementwithpolitical supportforaffordablehousinginvestmentsandculturalpublicdisplays.InBarrioLogan, theywereabletogatherpoliticalsupportthroughthreeorganizations,BarrioStation,the EnvironmentalHealthCoalition,andtheChicagoParkSteeringCommittee.Theywere abletoworkcloselywithplannerstogaincommunitysupportandurgedevelopersto
buildaLatinosupermarketandmakeaffordablehousing.In“HowDoesLRTImpact Gentrification?,”theauthorsfocusonfindingtherelationshipbetweenlightrailtransit stationsandchangesinneighborhoodcharacteristicsassociatedwithgentrification.The datacollectedspansfrom14USurbanizedareas.Inconclusiontherewerenosignsof prevalentgentrificationinLRTstationareas.Differentlocalandregionalplanningefforts canleadtodifferentchangesinTODs.SanFranciscoandDenverrevealthatlightrail stationareashavebeenoccupiedwithwhite,richandbetter-educatedresidents.Butareas likePortland,LosAngeles,andBuffaloaretheopposite,whichindicatesthattheseareas aredecliningorincreasinginridershipofresidentswhoneedimprovedtransitaccess. Whilesomeneighborhoodsarefocusingonprovidingincentives,otherneighborhoods arealsoworkingtowardscreatingtransitorientedhousingthatisaffordable.
4. Themajorsolutionstoupgrademasstransitasdiscussedinclassincludesproviding separatelanesforbigbuses,redesigningtransitnetworkstoincludemorestopsthat residentsusemoreoften,allowingdiscountsforlowincomeriderswhetheritbeseniors, students,etc.Advocacygroupshavebeenfightingtogainfundingfromthefederalor localgovernmentsespeciallyafterthepandemic,peoplearescaredtotravelinpublic transit.Withmoreawarenessthisispossibletoachieve,italsodependsonifproper fundingisavailableincitieswithmillionsofresidentsindifferentincomelevels. Streetfilms-BRTTransmilenio,InBogota,Colombia,theirbusrapidtransitgavea separatelaneforbigbuses.Anothernameforitisbussubways,thereareabout1.3 millionpeopletakingthesebuses.Itiswheelchairaccessibleandthereisapathwayfor passengerstoenterthesebusesawayfromongoingcartraffic.Thereare1,000busesand theygofrom17-24mphwhichiswayfasterthantheonesinNY.Therearefreebuses thatwilltakeyoutotheactualTransmileniobus.Ineachstationthereareparkingspaces forbikesanditworkslikeaticketsystem,aslongasyouhaveyourticketyourbikewill besafe.Themoneysavedfromthesebusescanbecateredtosomewhereelsewhereitis neededmore.In“CanAmericansLearntoLove-andRide-BusTransit?,”busridership hasbeenfallingbuttherearemanyreasonswhy,fromcheapergaspricestoincreasein deliveryservices,slowedbustravel,lackofaccessibility,andincreasedfares.Forastart itwouldbebeneficialtoimplementbussheltersateverystoporredesigningthebus networktobeaccessibleforall.Thereisaneedforacoalitiontopushforachangein ordertoimprovebustransit.Whilethereisaneffortinreceivingfundingfortransit operationsitdoesnotguaranteetherewillbeenoughmoneytomaintainallorthosein development.Ultimatelythroughawarenessandcontinuoussupportfromeveryonethere willbeabettertransitsystemforthefuture.InTurnaround:FixingNewYorkCity’s Buses,from2002to2015,therateofridershiphasdecreasedinbusesbutincreasedin subways.BuseshavenotbeenreliableinNYCandtraveltimesaretoolong.Majorkeys pointsaddressedaretoredesignthebusnetworkandroutesformorefrequent&efficient service;totransformhowwegeton&offthebus;adoptbettermethodstokeepbuseson schedule;designstreetstoprioritizebuses;tomakeusingthebuseasyandintuitive;and
lastlyincreasetransparencyaboutbusperformance.TheNYCBusCoalitioninvolvedare TransitCenter,RidersAlliance,StraphangersCampaign,andTri-StateTransportation Campaign.Fromsorrytosuperb:everythingyouneedtoknowaboutgreatbusstops,by simplycreatinggreatbusstopsitcanencourageridershipandimprovetheride experience.Thereshouldbemoreinvestmentinbusstopsanditdoesnottakemuch efforttoupgradethem.Toachievebalancedstopspacingitisimportanttokeepinmind thepointsofinterest,intersectingbusroutes,highlyutilizedstopsandavoidstopswith lowutilizationspacedoneblockapart,andstopswithaccessibilityandpedestriansafety issues.AcasestudywasdoneinNYC,whiletherearemanystopstheirplacementwas notefficientandthemaintenanceforbusstopsissharedbetween4groupswhichwould beahassletocoordinateinkeepingbusstopsintopshape.Thereisanissueof inequitableaccessforlowerincomeandpeopleofcolor.Recommendationsinclude focusingonthepeopleinordertoinvestintransitserviceandidentifyingwheretransitis neededmost.Reducefinancialburdensonlowincomebyimplementinginvestments targetinglowincomecommunitiesandcommunitiesofcolor Haveclearcommunication betweenthegovernmentandthepeople.Transitplanningshouldbetheonestodecide wherethereshouldbeaffordablehousingandefficientaccess.Insteadoflettingthe policehandlefareevasions,itwouldbebettertolettransitstaffhandlethosesituations.If successful,abalancedfarepolicywouldincludediscountsforlowincomeriders,seniors, youngpeople,orothergroups,decriminalizationoffareevasion,theeliminationof transferfees,amorelegiblepricingsystem,andastrongercaseforgeneratingrevenue fromnonfaresources.TheSFMTAaimedtoincentivizetransitridership,incentivize prepayment,enhancecustomerconvenience,andpromoteequity.TheTRIMETaimedto achievefinancialsustainabilityandpricingstrategy,createfarestructuresthatareclear, mitigatefarecostforlowincome,transit-dependentriders,engagecommunities,consider impactsoncustomers,supportefficientfareenforcement,andfindbalancebetween servicequalityandcost.Kingscountymetroalsowishestoestablishfarestructureand farelevelsthatareeasytounderstand,alignwithotherservices,meetrevenuetargets, reflectcostofservice,promoteoperationalefficiency,ensureregionalcoordination, reducecostoffarecollection,andminimizeimpactsoffaresonthoseleastabletopay.
5. PedestriansfacemanychallengesintheU.S.includinglackofsafety,lockofaccessto amenities,poorwalkability,anddeterioratinghealth.Withouttheabilitytowalkona streetthisresultsinlowerlevelsofphysicalactivityandleisuretime.Thisreducessocial interactionsinacommunitywhereeventuallyitcandeclineovertime.ThePlanning ProfessionandPedestrianSafety:LessonsfromOrlando,inOrangeCounty,Florida,a caseanalysisispresentedtoanalyzepedestrian-autocrashes.Amajorfactoristhe geographicdistributionofpedestrian/autocrashestodifferenttypesofstreetscapesand thealcoholimpairmentstatusofpedestrians.Especiallyareaswherearterialroadwaysare linedupwithstripcommercialactivities.Thelongrangesolutionwouldbetoreevaluate theplanningpracticeofdesignatingurbanarterialsasonlytrafficmovingfacilities.The
FDOTplanstoimplementraisedmedians,signswarningdriversofheavypedestrian activity,andstreetlighting.Educationaloutreachisemphasizedtocreateasmuch awarenessaspossibleespeciallytowardshighriskgroupssuchas24-35-year-oldmales.
“DoNeighborhoodWalkability,TransitandParksRelatetoResidents’Life Satisfaction?,”Theauthorswishtoaddresshowplanners“lackclarityabouthowthey canpromotethesubjectivewellbeingofthecommunitiestheyserve.Thestudysiteis locatedinmetropolitanPhoenixwheretherearesinglefamilysubdivisions,dendritic streetpatternsandcommercialstripmalls.Resultsshowthatneighborhoodswithmore compactdesignandaccesstoparksmightpromotelifesatisfaction.Notonlydid respondentsreporthigherlifesatisfactionbutalsoadmittedotherfactorsthatledtohigh SWBwhichincludessocialconnectedness,opportunitiesforengagementwithnatureand exercise,andpersonalsecurity.InActiveLivingandSocialJustice,theauthoraimsto focusonhowtouseplanningforactivelivingtohelpcounterobesityandrelatedhealth risksinlowincome,Black,andLatinocommunities.Takingintoaccountthatitmaybe duetogeneticsandsocietyvaluesofcertainculturesthathavedifferentviewsofwhatis considered“healthy.”Amajorreasonforpeopletodecidetoengageinphysicalactivity dependsontravelandforwork.Safetyalsoinfluencespeopletodecidehowtogetfrom oneplacetoanother Whetheritbeworthwalkingordrivingdependsonthelevelof comfortability Allowingeasyaccesstonearbyamenitieswillencouragethefuture generationsofcitizenstonothavehighlevelsofobesityandrelatedhealthrisks.In ActiveCommunityEnvironmentsandHealth,twomainelementsaddressedare walkabilityandsafety.DatafromtheNationalHealthandNutritionExaminationSurvey III,alongwithusingamultilevelanalysisallowedtheauthorstodiscoverthatindividuals incountiesthataremorewalkableandhavelowercrimeratesleadtolowerBMIsand haveactivelifestyles.Womenspecificallywouldgreatlybenefitfromincreasedsafety comparedtomen.WithinNYC,theManhattan,Brooklyn,andQueenscountieshavea highwalkabilityratecomparedtothesuburbsforexampleWestchesterandNassau counties.InthisstudyWhatShapesUnevenAccesstoUrbanAmenities?,ofpark planninginDenver,theauthorsdeterminedthatthediscriminatorypoliciesandsocial mechanismsthatshaperesidentialgeographieshavehadmajorimpactsonaccesstoparks asurbanamenities.Onefactoristheexclusionarylanduseregulationsatbothlocaland statelevels.Inadditiontheracisthousingandlendingpoliciesthatsegregatedlow incomepeopleofcolorintohighlydenseandlittlegreenspaceneighborhoods.Wealthy whiteresidentscontinuetotakeupvaluablelandnearorclosetoparks.
Recommendationsincludeworkingtowardsequityforall,beingabletoresolvethe historicalproblemsstillseentoday,partnerupwithothercitydepartmentstoaccessmore fundingandacquiremoreagencyinthewayofpoliciesandinitiativesthatshape residentiallocation.Parkplannersshouldreachouttononprofitstoworktogetherwith communitiesandgainsupportfromelectedofficialswhocanpushtoprioritizeparksover otherprojectsfordevelopers. AcasestudytitledDesigningHealthyNeighborhoodsin
NorthwestDetroitexamineswhatfactorsleadtolowphysicalactivitywhichisseentobe commoninlowtomoderateincomeurbancommunities.Neighborhoodsthataremore connectedtothesurroundingcityhavehighlevelsofphysicalactivityandmoreoften peoplechoosetotravellocally.Residentsofhigherdensityneighborhoodsreportedlower levelsofphysicalactivityandlowerlevelsofleisuretimeactivitycomparedtothosein lowdenseneighborhoods.Peopleinmixeduseneighborhoodsshowedlowerlevelsof localizedphysicalactivityandlocalizedleisuretimeandtransportationphysicalactivity. Itisimportanttomentionthatphysicalcharacteristicsoftheenvironmentandsocial characteristicsoftheneighborhoodleadstodifferentlevelsofphysicalactivity.
6. Thesolutionsproposedtomakewalkablecitiesincludeintroducingnewprogramsto watchoutforpedestriansthatmentionreducedspeedlimits,removingparkingspacesby crosswalks,implementingpocketplazasortransformingunderusedspacesforpublic uses,receivingmorefundingfromthegovernmentformoreprojects,andintroducingthe 15minutecitywhereallamenitiesarewithina15minutewalk.Thesesolutionsarelikely tosucceedbutwilltaketimetoimplement,currentlycarsarestillthemajormodeof transportationinmostcities.OutsideoftheU.S.weseesuccessstorieswherepedestrians areabletowalkwitheaseineventhebusiestcitycenters.Tobetterprotectthepublic, VisionZerowascreatedin2014toimprovethesafetyofallstreetsinevery neighborhoodandeveryborough.Thisinitiativeimplementedexpandedenforcement againstspeedingandfailingtoyieldtopedestrians.Newstreetdesigns,publicoutreach, andhelpfromthecitygovernmenthasincreasedpenaltiesfordangerousdrivers.Results indicatetheCity’sspeedcameraprogramreducedspeedingbyover60percentin locationsnearschools.Trafficfatalitieshadbeenreducedfrom701in1990to202in 2018.InSanFrancisco,MayorLondonBreedandSupervisorGordonMardecidedto catertoparentswhodrivetheirkidstoschoolontheGreatWalkway;howeverevidence showshowthisdecisionwasafailure.Membersofthesurroundingcommunitywantto “SavetheGreatWalkway”byturningitintoapublicspacethatwouldcreateahealthy andsustainablefutureforthecommunity.Analternativeforpeoplewhousuallydriveon theGreatWalkway,theycanuseSunsetBoulevard.Byturningthisspaceintoaparkit helpstoreducevehicleemissionsandallowsaccessiblerecreationforeveryone.Hoboken hasbeenabletocreatesafestreetsbyrestrictingvehicleparkingnearpedestrian crosswalks.Plannersuseatechniquecalled“daylighting”tobeabletoseeeveryoneand tocreatesaferandmoreefficientcities.Theyinstalledbikelanes,curbextensions,bus lanes,highvisibilitycrosswalks,andraisedintersections.TrafficfatalitiesinNewYork areup44percentinthefirstquarterof2022.Overthefirstthreequartersof2021, Hobokenhadzerodeathsand20pedestrians,18cyclists,and51motoristsinjured.One zipcodeinBrooklynis384percentmorethanHoboken.Youcan’tcompareHobokento NYCbecauseofscalebutHobokenprovesvaluableinsightonhowNewYorkcan improveitsstreets.AccordingtoNYCDOT,theyaremorethanhalfwaydonewith MayorAdams’spromisetoimprovepedestriansafetyat1,000intersectionsacrossthe
city;100ofthemwillbedaylighted.InSharedStreets,Timessquare,Madisonsquare, andHeraldsquarewereabletoblockoffcartrafficandcreatespaceforpedestriansto relaxandsit.Overtimedecorationswereimprovedintermsofshade,foliage,anddesign. Theseplacesspecificallyweretransformedtolookentirelydifferentbutoverallagreat publicspace.OnelocationIfeltneededtobefixedmorewouldbeAllenstreet,it combinespedestrianwalkwaysandbikelaneswhichinsomewayscanbeadvantageous butalsodangerousespeciallyduringnighttime.Storesandrestaurantsarehappywiththe streetchangesbecauseitencouragescustomerstovisitmoreoftenandshipmentswould nothavetobedelayedordisrupttraffic.Theislandsbetweenwidelanesareasaviorfor peopletonotworryaboutcarsandespeciallypeoplewhocannotcrossfastenough.
Prospectparkwestwasabletoreducecarspeedsandcatertowardsnonmotorized vehiclesandpedestrians.Peoplearemovingmoreontheirowntwofeetwhichpromotes ahealthyenvironmentandcomfortabilityforanyonewhointeractswiththestreet.Ina15 MinuteCity,indicatesthatwithina15minuteradiusofthecityreducestheneedforlong travelsandnonmotorizedvehicleswouldbemoreeffectivecomparedtoautomobiles. Thisindicatesconvenienceforpeopletonearbyamenities,helpstoreduceemissionsand improvesqualityoflife.Zoningchangesandparkinglotredevelopmentwouldavoid bordervacuums.TheWalkAppealwouldbemorebeneficialforpedestrianstonothave tostruggletogofromtheirhomestotheirdesireddestinations.TheRegionalResponseto FederalFundingforBicycleandPedestrianProjects,TheIntermodalSurface
TransportationEfficiencyActof1991(ISTEA)gavemetropolitanplanningorganizations federalfundingforpedestrianandbicyclefacilities;howevernotallregionswereableto havethesameimprovedqualityasothers.Theauthorswanttoidentifyfactorsthat explaindifferencesinhowthefundsaredistributedacrossMPOs.Elementslistedthat influencebikeandpedestrianspendingarespendingprograms,requiredfederalfunding match,longrangestateandregionaltransportationplans,“planningfactors”and transportationimprovementprograms.(TIPs)Californiaprovidesinsightforthefederal governmenttobeabletohavefundingcontroloverregionalandlocalgovernmentsbut alsotoestablishaclearstatewideplanfornonmotorizedtravel.Ithasbeendecades wherestateDOTsprimarilyworriedabouthighspeedhighways,itwilltaketimeand efforttofullyutilizethefundingfromtheISTEA.
7. BikingintheU.S.isbettercomparedtothelastcenturyhoweverthereisroomfor improvement.Duetothepandemictherewasasuddeninfluxinthenumberofbicyclists sincepeoplewereafraidtotakemasstransit.Lesspeopledrivingledtoreductionincar congestionandreductioninnegativeenvironmentalimpacts.Manycitiesadoptedbike laneshowevernotmanyhaveprotectedbikelanes.BikingintheU.S.isnotonlyacheap waytotravelbutitpromoteshealthandamoresustainablefuture.Groningen:The World’sCyclingCity,bylivinginsuchacompactcity,thisallowsforamorecontrolled environmentandwithasmallerpopulationitcanassessneedsinaneasierandquicker manner Thetrafficcirculationplandoesn’tallowcarstocrossdifferentquartersofthe
citywhichlimitsitsdominanceontheroad;theycanonlygoaroundthecitycenter. Cyclingisnowamoreviablemethodoftransport,50%oftripsareonbikes.Businesses didn’thavetoworry aboutanythingandpeoplewereabletoeasilyadapttothenew proposedplan.Peopleofallagesareusingbikes,therearefreeparkinggaragesthatare available,roughly10,000parkingfacilitiesarebuilt.Sharedbikeprogramsareavailable aswellaspublictransitifpeopledonotownbikes.Residentsagreebikesarecheaperand moreefficient,thereislessofaneedforacarinGroningen.Carparkingspacesare scarceandtherearemanyopportunitiesfordriverstogetfined.Withtheymoneythey savefromdrivinglesscars,itcanbeputtoimprovebikelanesandcreateamore attractiveandeco-friendlycity.InCyclingCopenhagen,ThroughNorthAmericanEyes, thecounterforbicycletripsinonedayisroughly36,000inCopenhagen.Plannersand officialsfromtheU.S.weresurprisedtoseehowrelaxedandcomfortablepeoplewereon bikes.Over40-50yearsofproposedplans,Copenhagenisoneofthecitieswithan extensivenetworkandwithahighrateofnon-motorizedusage.Youcangofrom anywherearoundthecityonyourownbike,childrencancomfortablyrideorridewith theirfamilies.AmericanCitiescanadaptpracticesinCopenhagenincitiesbutitiseven moreurgenttodayinlightofenvironmentalandstreetsafetyissues.Fromthe NetherlandstoAmerica,roughly27%ofalltripstakenintheNetherlandsarebybike. TheroadsintheNetherlandsarenotmeanttocarryheavytrafficofcarsthereforeit allowsbicycliststoinsteadbeabletotravelwithoutcongestionorhavingtofightfor parking.ComparedtoChicagotherearestillnecessarychangestothenetworkandfor thepurposeofbeingabletoprotectbicyclistsfromcars.Signalsandcoloredlanesare helpfultoguideandseparatebicyclistsfromautomobiles.Bikeparkingspaceshavea triggermechanismtoindicatewhetherthereisanavailablespace.Arailwaylineis connectedadjacentwithahighspeedbikelaneandthisiscalledasuperhighwayto allowforfastbicycliststogowheretheyneedtogo.Ultimatelybicyclingsupportsthe efforttohaveahappier,healthier,andsustainablefutureforcities.In“SeparatedBike LanesMeansSaferStreets,StudySays,”tocreateuser-friendlybikelanesitishelpfulto havebarriersorcompletelyseparatelanes.Thisismoreefficientcomparedtoshared lanesorjustpaintedlanessincebicyclistsarestillexposedtocartrafficandthisindicates thereisstillapossibilityforfatalities.NewYorkwasnotincludedinthisstudybecause thereisahighnumberofcyclistsandlanesthatresultswouldhavebeentoocomplicated. Theroadshavealreadybeenheavilyinfluencedbycarsfrommanyyearsagothereforeit willbehardertofullyconvertNewYorktoabikefriendlycityinashortperiodoftime. InPortland,therewasanincreaseinbikecommutersfrom1990to2015andfatalityrates decreaseddrastically,resultsindicatea75percentdropinthesameperiod.Ridingabike otherthanforrecreationalpurposesisnotseenoftenintheU.S.cities.Reasonsrange fromlackofbikelanestolackofsafety.Asurveywasgivento406residentsof Charlotte,NCanditpredictedhowoftentheywouldrideforrecreationalorutility purposeseachweek.Iftheresidentincreasestheamountoftripsforrecreation,this
wouldpersuadethemtoalsouseabikeforutilitypurposeslikeschoolorwork.Results indicatethatanincreaseinutilitycyclinginCharlottemeansthatthereshouldbemore awarenessandinvestmentforrecreationalcyclinginorderforthecitytoconsiderfully implementingbicyclingintotheentirecitytransitsystem.InProximitytoTrailsand Retail,whetheradultsinurbanenvironmentscaneasilyaccessbicyclepathsand neighborhoodretailinfluencestheusersandhowtheychoosetotravel.Peoplearedrawn toconvenienceandsafetysothisalsocanchangebehaviorovertime.Resultsshowhow walkingandbicyclingarenotoftenseen.Thebuiltenvironmentdoesmatter,forlonger distancesitwillinfluencecarusageaswellaswhattypesofamenitiesandservicesarein closerange.Plannersneedtobeawareofhowtocreatebicyclefacilitiesanddesign mixedlanduseordinancestohopefullyincreasethepercentageofpeoplewhowalkor bike.
8. Tomakemorebikeablecities,solutionsincludereachingouttoaudiencesandtelling whatbenefitscomefrombicycling,forstudentsthiswouldhelpthemlearnausefulskill andtheirtriptoandfromschoolwouldbeconvenient.Byreplacingonstreetparking withbikelanes,thisalsoencouragesmorefoottrafficandallowsforexamplesmall businessestoengagewithmorecustomers.Theremustbeseparationbetweenpedestrians andbicyclists,bothrequirespaceandbothoperateatdifferentspeeds.Ifbothareableto accessthestreetequally,itopensupnewmodesoftransportationthatpeoplecanchoose fromandmostimportantlyreducestheamountofcarsontheroads.LeagueofAmerican Bicyclistswasfoundedin1880withthepurposeofcreatingabikefriendlyAmericafor everyone.Theywanttopromotehealthierlifestylesandbuildastrongercommunity. TheyarepartoftheNationalLeadershipCirclewhichisacoalitionofotherbicycle advocacygroups.BikeNewYorkstartedoutasachallengeforstudentstoride throughoutthefiveboroughsin1977.Todayitisnowafullbiketourandanyoneisable toparticipate.Theyhopebyempoweringtheyouththiscanremovebarriersandbenefit moreNewYorkers.TheyofferclassesthroughoutNYCandhavethousandsofmembers. RailstoTrailswasfoundedin1986andtheirmissionistoconnectthenationthrough trails.Creatingpublicspacesthataresafeanduserfriendlytoall.Reportedin2021,17 statesreceivedoverabillioninstatefundingandmorethandoubleoffederalfunding. NewYorkBicyclingCoalitionstartedin1990andtheirmissionistofacilitatecyclingby creatingawarenessthroughresourcesinNewYorkState.Theyarepartofmultiple campaignsandhaveparticipatedintourismandinfrastructureprojects.Transportation Alternativesfoundedin1972wanttoreclaimNYCstreetsforbetterwalking,biking,and publictransit.Sofartheyconstructedoverathousandbikelanesandover70public plazas.NYMTCissuedPlan2045inordertoaddressthepedestrianandbicyclist fatalities.ThereareongoingprojectsallaroundNewYorkState.NYMTChopesto improvetheeconomy,transportationaccess,safetyandsecurity,andqualityoflife.By receivingmoreinvestmentstheywillalsobeabletoimprovetheresiliencyofthe transportationsystemandpreservetheexistingsystem.In“ImpactoftheSafeRoutesto
SchoolProgramonWalkingandBicycling,”beforeimplementingthesaferoutesto schoolprogram,datashowsthereweren'tmanystudentswillingtowalkorbiketo school.Bycomparingcontrolschoolswithonesthatimplementedtheseprogramsthere wasanincreasebutnotadrasticchange.There’salsoahugefundingdisparitybetween theDistrictofColumbiaandtheotherthreestates.Whilefundingisamajorreasonwhy someschoolsaremoreinvolvedintheSafeRoutestoSchoolProgramthanothers,this overallallowedstudentstobeabletosafelytraveltoandfromschool.Forparentsthis tellsthemthatiftheyallowtheirchildrentogoontheirown,theywouldbelesslikelyto beinvolvedinanaccident.Thisalsosavestimeandenergyaswellaskeepsthechildren active.In“MeasuringtheLocalEconomicImpactsofReplacingOn-StreetParkingwith BikeLanes,”byreducingonstreetparkingthisallowedcustomerstobecomemore engagedwithstoresandstreetlife.Ownersfromsurveysconcludethattheysawmore customersinaregularbusinessdaycomparedtobefore.Notonlyistheremoreactivity butthisallowsforagoodflowfortheeconomyandtheoverallconditionofthestreet. Bicyclistsarenolongershunnedfromthestreetandcanengageintheirerrands.
9. TheAmericanIntercityRailfailedbecauseofficialsprioritizedtheexpansionofroadsfor automobilesinsteadofrails.Currentlythereareinsufficientfundstoimprovethese systemsthereforeitisnotappealingtothepublicwhenthereareothermethodsof transportthatarebothfasterandcostaroundthesameprice.MostifnotallAmericans havegrownaccustomedtodrivingacartogoplacesregardlessofhowfartheir destinationsmightbe.In“WhytheUSHasNoHighSpeedRail,”Highwaysandeven airportsarehavingenormousamountsofcongestion.Thereisnolongeranyspaceto expandhighwayssothisiswhereraillineswouldbemorebeneficial.Raillineslike Amtrak,canreducecongestionandbringpeopleoutoftheircars.InCalifornia,forthe firsttimethereisaprojecttoimplementhighspeedrailbutitisover$77billion. ComparedtoChina'shighspeedrail,wespeedmoneyevenbeforetheconstructionstarts sincewehavetodealwithoutsidefactorslikeprivatepropertyandlaborand environmentallaws.TheU.S.isnotabletobuildthingscheaply.Itwouldbeusefulifthe privatesectorwouldchoosetoinvestinthehighspeedrailsystems.Inthelastdecade, Amtrakhasbeenabletoreducegreenhousegasemissionsbymorethan414,054metric tonsofCO2ewhichisthesameamountemittedfrom90,048passengervehiclesdrivenin oneyear.Theyhopetoreachnet-zeroemissionsacrosstheentireAmtrakNetworkby 2045.AmtrakintroducedAcelawhichisanewhighspeedtrainthatisoperatinginthe Northeast.Stationsarepackedwithamenitiesandwithimprovedaccessaswellaslounge space.Theyareworkingtoincreasetrackcapacityandimproveoverallridequalityand reliability.CurrentlyAmtrakstretchesacross21,000routemilesin46states,theDistrict ofColumbiaandthreeCanadianprovinces.Theyoperateover300trainsadaywith speedsupto150mphtomorethan500destinations.Amtrakwascreatedin1970,ithas beenoperatingforover50years.In2021,PresidentBidensignedtheInfrastructure InvestmentandJobsActintolawwhichprovidesAmtrakwitha$22billioninvestment
forrepairsandfleetacquisitions.Theactalsoprovided$44billiontotheFederal RailroadAdministrationforgrantstostates,Amtrakandothersforrailprojects. BrightlineinSouthFloridaisahighspeedrailservicebetweenMiami,FortLauderdale, andWestPalmBeach.ServicefromMiamitoOrlandobeginsin2023withnewstations inAventuraandBocaRaton.Theyprovidefoodanddrinks,theyconnecttoeventsin SoFloandtheyprovideparkingpassesforvehicles.Itisencouragedtotravelingroups sincetherearediscountsavailable.Brightlinehasa100%carbonneutralfootprint, providedservicetoover3millionpassengerssinceitfirstopened,andgrantsaccessto metrorail,metromoverandtri-rail.Brightlinecontributed$6.4billiontotheeconomy, $2.4billioninlaborincome,createdthousandsofjobs,added$3.5billiontoFlorida’s GDP,and$653millioninFederal,StateandLocaltaxrevenue.TheCaliforniaHigh SpeedRailAuthoritywantstocreateahighspeedtrainsystemthatcansustainspeedsof 200milesperhourorgreater Betterconnectivity,creationofthousandsofjobs,reduction ofgreenhousegassesaswellasincreasedcommunitybenefits.The2022Businessplan recommends$4.2billioninbondfundsbeappropriatedtocompletedeliveryofthe119 mileCentralValleySegment.Thelastfourcap-and-tradeauctionshaveyieldedmore than$1billionincap-and-tradetotalrevenuesfortheAuthority Sofartheycompleteda twopartmaturityassessmentfocusingoncost,scheduleandbudgetriskmanagement. TheyalsoconductedworkshopsacrosstheAuthoritytoidentifyandassessriskstoeach officeandevaluatedavailableriskregistersforcompletenessandprocessalignment.By 2040thesystemcouldcarry50millionridersperyearandgeneratenearly$3.4billionin fareboxrevenueeachyear.Intermsofreducinggreenhouseemissionsitwillbe equivalenttoremoving400,000vehiclesofftheroadandavoidingconsumptionof213 milliongallonsofgasoline.TheBaltimore-WashingtonSuperconductingMaglevproject wasdevelopedbytheCentralJapanRailwayCompany(JRCentral)underthename ChuoShinkansen.In2015,theMarylandAuthorityapprovedtheBaltimore-Washington RapidRail(BWRR)toacquireapassengerrailroadfranchisetodeployaSCMAGLEV system.In2016,theFederalRailroadAdministrationawardeda$27.8million SCMAGLEVgranttoMDOTMTAfortheproposedaction.Thisincludesreachingthe maximumspeedof311mph.Theremustbemultiplemaintenancefacilitiesandthis wouldcuteventhefastestcurrenttravelspeedsinhalf.Itwouldstretchacrossfrom WashingtonDCtoCherryHillstation.BWRRwantstoachieveshorterconstruction, abilitytoavoidandmitigateimpacts,lowerconstructionandoperatingcosts,andlastly achievetheearlieststarttorevenueservice.Constructionforthisprojectwilltake7-8 years.ThetargetcompletiondateforacombinedfinalEISandRecordofDecisionis January2022.Whilethe$66billionseemslikeahugesumofmoney,railadvocatessay itwon’tbeenough.Trainswillstillrelyondieselfuelinsteadofswitchingoverto electricintercityrail.AproposalbytheUSHighSpeedRailAssociationcallsfor15high speedrailprojectsintheU.S.atanestimatedtotalcostof$360.5billion.Highspeedrail willtakepeopleoutofcarsandplanesanditwilldomorethanfundingelectriccars.Itis
importanttotakeintoaccountthattrainfaresplayahugeroleintheamountofridership. Ifittakes$70forsomeonetorideonewayitwouldjustinfluencetheridertotakea planesinceitisfaster.Beginninginthe19thcentury,duetotheoverconstructionandthe incompatiblenetworkthisinfluencedSwitzerlandtonationalizeprivaterailway companies.SBBwasofficiallycreatedin1902.Howevercarswerebecomingpopular whichputrailwaysindanger.TheSwissrailwaysreformwasconductedinthreephases. Thefirstphaseintroducedtheorderingprinciple,morepowerdelegatedtothecantonal authorities,andtheendoftheSBBmonopolyforregionalpassengertransport.Inthe secondphaseitseparatedtrainsfromrailroadsandallowedaccesstoallrailway companies.Inthethirdphasetheprincipleofcompetitionhasbeenformallyacceptedfor bothinternationalfreightandpassengerrailtraffic.TheSwissnetworkisintegratedby therailnetworkinJapan.Thetotallengthofthenetworkis2025mileslong,itis100% electrifiedandisthedensestrailwayintheworld.Theyhavethousandsofworkersin differentlevelsofoccupationfromtrackmaintenancetotrainoperators.1.32million passengerstakethetrainperdayand488millionpassengerswererecordedperyear Over91%oftrainsareontimewithlessthan3minutesindelay
10.AirportshavebeenabletosucceedintheU.S.becausebythe1930sAtlantahadthebest roadnetworkandthedowntownwasbuiltforautomobiledominance.Thebeginningof theirrelationshipiswhenDeltaAirLinesinauguratedaservicetoFortWorthvia Birmingham,JacksonandDallas.WorksProgressAdministrationprojectsallowed governmentassistanceaswellasmilitaryexpansionduringthewarnamedAtlantato becomethenation’sbusiestairport.In1961thefirstairportterminalinthecountrywas builtspecificallyforjetairliners.Thediscoverythatjetswouldcutdownontraveltime wasessentialtosuccess.Representingthenationbecameinfluentialandsparkedthe interestofcitizens.Thenewmidfieldterminalwasthelargestandallowedthelargest numberofinterconnectingflights.Inthelate1990sAtlantaandDeltawereableto engageinasymbioticpartnershipwhichallowedDeltatoexpandandremainprotectedin itshometown,meanwhileAtlantawasabletouseDelta’sgrowthtobecomeanimportant internationalmetropolis.GiventhesizeofAtlanta,timing,andaccesstogoodaviation facilitiesitultimatelytransformedtheoncenationalairlinemarkettoexpandtotheworld outsideoftheU.S.UnlikeInternationalAirports,therearelimitedamenitiesfor customerswhiletheywaitfortheirtimetoboardtheirflights.InternationalAirportshave someformofprivateownership.USAirportsarepubliclyownedandoperated,they dependonaeronauticaloperatingrevenue,non-aeronauticaloperatingrevenueand non-operatingrevenue.Airportstrytominimizecostforairlines.Parkingisabigwayfor airportstogethugeamountsofmoney.Theyrelyheavilyongovernmentfundinginorder tomaintainitsdailyoperations.Therearenowpublicprivatepartnershipstogainenough fundingforairports.Intermsofdesigntherearemorestoresandrestaurantsfor passengersinairports,somehavemorenaturallightandevengreenspaces.DUeto eventslike9/11andeconomiccrashessomeairlineshadtomergeandsmallerairports
werefacedwithpossibleclosures.U.S.Airportsaregettingolderandwithgrowing numbersofpassengers,lowbudgetsandgrowingcompetitionwillleadtonewsourcesof fundingiftheyaretoreachthelevelofInternationalAirports.IntheUSAtherewasno singlebodymakingaviationpolicy,itconsistedofaminimumoftheairlines,theCivil AeronauticsBoard(CAB),andtheStateDepartment.Reachingagreementswere difficult,especiallywithdifferentagendas.TheUSAhadtorelyonbilateralagreements butwerewaryofallowingaccessandgrantlinglandingrightsforInternationalairlines.In 1947astudyinfluencedtheUSAtoimplementapolicytohaltairtraveltoandfromthe SovietBloc.Eventuallyothercountriesagreedto“counterironcurtain”andthealliance wasastrongdefenseagainsttheSovietBloc.“Thechangesoccurringduringthe mid-1950sininternationalaviationandwithintheairtransportindustrynotonly encouragedtheEisenhoweradministrationtoreshapeitsaviationpolicytowardthe SovietBloc,buttoinstitutereexaminationsofgeneralAmericanaviationpolicyboth domesticandinternational.”Bothdomesticandforeigncompetitionforinternational routeshadincreased.TheCABemphasizedthe“economicquidproquo”intermsof expandingandimprovingroutes.TheInteragencySteeringCommitteeandCABhadto divideflightsintothreecategoriestoknowhowtodevelopagreementswithbenefitson bothsides.PresidentRoosevelturgedallnationstoworktogetherinordertoallow humanitytohaveaccesstoairtravel.Thedependabilityofpublicinvestmentsfallshort whenitcomestofundingairportinfrastructure.There’saneedtofindsuitableprivate financialcapitalinordertoensurethesuccessofanairport.Specificallyitmustoffer“an attractiveinfrastructureprojectwithlowrisksandreasonablereturnsinordertobe successfulinfindinginvestors…”Thefinalconstructionplanshouldbeabletoaddress theneedsoftheairportandthecommunityitserves.Investorswillmostlikelycome frominsurancecompaniesandtheywillhaveaccesstofundingthatwouldbehardtofind iftheywerepublic.TheEUwasabletonegotiateasingleaviationmarket,ithas remainedconsistentinothereconomicareasaswell.BetweentheU.EandUSitinvolved traditionalbilateralASAswhichresultedinthecoexistenceofprotectionistagreements andopenskies.In2007anagreementprovidedtheUSandEUwithequalopportunities whichincludedaccesstoairportsandairportservices.Theexpansionoflowcostcarriers isimportantintermsofaddressingcapacityissuesandprovidingdifferentservicesbased ondifferentproducts.Theremustbeimprovedaccesstomarketsandincreased investmentopportunities.Oslowasabletoproducezeroemissionsbyusingelectric vehiclesandusinghydrogenvehicles.Thisreducedtheneedforgasdependentvehicles. Asmorepeopletraveltoairportsitisessentialtoreducetheircarbonfootprint.Notonly isitenvironmentallyfriendlybutitisalsolowincosttoimplementandmanage.The hydrogenpoweredvehiclesrangefromcarstobusesandevenlightcargotransport.Until 2025mostoftheHRSwillproducetheirownhydrogenfuelbyelectrolysis.OsloAirport hopestohavethousandsofcarsreadyforuseandeventhoughitisinitsearlystages, theyhopethehydrogenmarketwillbeabletostimulatetheeconomyandhaveregion
widesupport.HACANClearSkieschallengedBritainaviationpolicybyfocusingonits environmentalimpact.Theorganizationhasbeenaroundfor35yearsandcontinuesto fightagainstfurtherexpansionofHeathrowAirport.Theywereabletogatherthelocal residentsattention,theairportcausednoisepollutionanddisruptedpeople’slivelihoods. Whiletheywerenotabletostoptheconstructionentirelytheydidraiseawarenessofthe airportnotaccountingforitslocalresidents.ThisinfluencedthecreationofAirportWatch whichadvocatesapolicyofdemandmanagementinaviationthatstatestheairport growthacrosstheU.K.isunnecessary.HACANinfluencedotheradvocacygroupsto addressairportsinothercountries.Airportshavethepotentialtobecomebetterneighbors andbecomemoresustainablebutthereisnecessaryresearchtobemadeandpublic fundingandsupportisneededtopushtowardsabetterfuture.