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By Elisa Crouch
ST. LOUIS POST-DISPATCH
02/18/2008
Traffic in the St. Louis area has plateaued this decade, ending years of fast growth that fueled demand for more and wider roads.
A recent analysis by East-West Gateway Council of Governments shows traffic growth in the eight-county region slowed to an average annual rate of less than 1 percent between 2000 and 2006.
That's down from 2.3 percent average growth in the 1990s, and 4.3 percent growth in the 1980s.
The reasons behind the phenomenon have to do with the area's demographics: The region's population is aging, households are getting smaller and the percentage of women in the work force has stabilized. The price of gasoline had little, if any, effect on traffic, the analysis shows.
NPTS data are widely used across the nation to analyse travel behavior, build travel models, commuting, travel time, mobility, economy and sprawl issues.
January 28, 2008
Two-hour coin operated parking meters could disappear from parts of the Upper West Side as early as this summer, with drivers instead paying varied parking prices that would change based on supply and demand.
The city Department of Transportation is evaluating a plan submitted by the Columbus Avenue Business Improvement District that proponents say would increase the turnover of parked cars, improve access to businesses, and decrease congestion created by drivers circling the neighborhood for a coveted spot
The 2006 Transportation Tomorrow Survey
The 2006 Transportation Tomorrow Survey (TTS) is a telephone interview of a random sampling of 5% of the households in the Greater Toronto Area (GTA) and surrounding area of Central Ontario (approximately 150,000 households). It involves asking the survey participants about trip information for each household member. The results are used to form a comprehensive picture of travel in the survey area.
The survey will be conducted in the areas outside the GTA, starting in September and end in late November of 2005. The GTA will be surveyed during the same period in 2006. All survey work will be completed by late 2006.
Expansion of survey records and data validation will be carried out using 2006 Census household numbers starting in 2007. Final data results from the TTS should be available by December 2007.
The TTS survey has been carried out on a 5-year cycle since 1986. It has been conducted as an ongoing partnership arrangement between the Province and 18 municipalities and agencies, and the University of Toronto. Since its inception, the Data Management Group (DMG) of the University of Toronto has undertaken management responsibility for all TTS surveying and data management. DMG then maintains the data on an ongoing basis for access by all partners.
Household Travel Surveys on the WWW
The purpose of this page is to provide links to State Department of Transportation and Metropolitan Planning Organization web sites related to household travel surveys. The intent is to provide easy access to travel survey reports and data. This page is a project of the Transportation Research Board's (TRB) Committee on Urban Transportation Data and Information Systems (ABJ30). This web page is a "work in progress" so please help the committee by providing updated and new links!
Metropolitan and State Travel Surveys on the WWW, 1994-2003
Surveys are important resources that provide us with valuable information about travel preferences or change in travel behavior of people, over a period of time, across the population. Surveys entail large investment both in terms of time and money. In order to maintain these valuable resources the Bureau of Transportation Statistics and the Federal Highway Administration, both part of United States Department of Transportation, have funded a project at the University of Minnesota to develop a Metropolitan Travel Survey Archive to store, preserve, and make publicly available, via the internet, travel surveys conducted by metropolitan areas, states and localities.
Work has continued on the project over the past three years and as a result of cooperation from several agencies, we now have been able to post databases along with relevant documentation for many regions, see ARCHIVE. The databases and the documentation can be obtained from this website. In addition to making these databases publicly available, we are also in the process of converting all the databases to a common format to enhance the readability and usability of each survey, so many surveys can be used online, see ANALYZE.
Unfortunately, to the best of our knowledge, data for some of the surveys seems to have been lost. Further, there exist surveys for which we still have not been able to obtain data. We have listed these surveys as SOUGHT. We would be extremely grateful if you could help us locate data for the lost and sought surveys or for others that have not been listed on the website.
The results from the first year of the project, along with issues related to archiving travel survey data are provided in our REPORT 1. The results from the second year of the project, along with issues related to archiving travel survey data are provided in our REPORT 2.Archives of key papers by travel survey researcher Yacov ZAHAVI are also provided here.
Title: Spatial Mismatch or Automobile Mismatch? An Examination of Race, Residence and Commuting in US Metropolitan Areas
By Noah Shachtman EmailJanuary 24, 2008 | 8:59:00 AM
New York City's plan to secure its subways with a next-generation surveillance network is getting more expensive by the second, and slipping further and further behind schedule.
A new report by the New York State Comptroller's office reveals that "the cost of the electronic security program has grown from $265 million to $450 million, an increase of $185 million or 70 percent." An August 2008 deadline has been pushed back to December 2009, and further delays may be just ahead.
Shortly after a series of bombings in the London Tube, The Metropolitan Transit Authority, which oversees New York's mass transit systems, signed a contract in 2005 with defense contractor Lockheed Martin to put in thousands of security cameras, electronic tripwires, and digitally-controlled gates into New York's sprawling network of subways. The deal was inked just a few months after MTA chairman Peter Kalikow argued against "wasting money on unproven technology."
At the heart of the program was a network of surveillance cameras, passing what they saw through a set of intelligent video algorithms, designed to spot suspicious behavior: a bag left on the subway platform, a person jumping down to the tracks, a mob running up a down escalator.
...
Transportation system congestion is one of the single largest threats to our nation's economic prosperity and way of life. Whether it takes the form of trucks stalled in traffic, cargo stuck at overwhelmed seaports, or airplanes circling over crowded airports, congestion costs America an estimated $200 billion a year. In 2003, Americans lost 3.7 billion hours and 2.3 billion gallons of fuel sitting in traffic jams and wasted $9.4 billion as a result of airline delays. Congestion is also affecting the quality of life in America by robbing us of time that could be spent with families and friends and in participation in civic activities.
We don't believe that this is an inevitable fate. In May 2006 the U.S. Department of Transportation announced a major initiative to reduce transportation system congestion. This plan, the National Strategy to Reduce Congestion on America's Transportation Network (often referred to as the "Congestion Initiative"), provides a blueprint for Federal, State, and local officials to consider as we work together to reverse the alarming trends of congestion. It includes six major components: (1) Urban Partnership Agreements; (2) Public Private Partnerships; (3) Corridors of the Future; (4) Reducing Southern California Freight Congestion; (5) Reducing Border Congestion; and (6) Increasing Aviation Capacity. This webpage provides an overview of each of the components, as well as selected documents and links regarding either specific components or the Congestion Initiative as a whole. For additional information on a specific component (e.g., Urban Partnership Agreements), click on the link located either under the component's thumbnail image or at the top of this page.
Comparative Indicators for Policy Reform
University of Michigan and University of Maryland
A project of the Collaborative Science and Technology Network for Sustainability of the Environmental Protection Agency
and the Graham Environmental Sustainability Institute
Sustainable Development and Sustainable Transportation: Strategies for Economic Prosperity, Environmental Quality, and Equity
May 2001 / 41 pp.
Elizabeth Deakin
Concerns about environmental quality, social equity, economic vitality, and the threat of climate change have converged to produce a growing interest in the concept of sustainable development. Efforts are being made all over the world to increase the sustainability of development patterns. In nations with more advanced economies, particular attention is being paid to the critical roles played by transportation, land use, and activity systems. This paper reviews current thinking about sustainable transportation as part of a broader strategy of transportation and land use planning for sustainability. Strategies for increasing transportation sustainability include demand management, operations management, pricing policies, vehicle technology improvements, clean fuels, and integrated land use and transportation planning. In the past, planning and implementation of such strategies has been slow and spotty, deterred by the complexities of the underlying issues along with uncertainties about the magnitude and timing of impacts, the efficacy of available courses of action, and the consequences of action or inaction. Recently, however, a new interest in actively pursuing these strategies has emerged. Regional planners are increasingly being asked to take a leadership role in these planning efforts, applying their expertise to analysis of the issues and creating forums for discussion, conflict resolution, and joint undertakings.
The paper concludes with an identification of topics deserving additional research, as well as a detailed bibliography on sustainable development topics.
Newman, Peter W. G., Kenworthy, Jeffrey R.. American Planning Association. Journal of the American Planning Association. Chicago: Winter 1989. Vol. 55, Iss. 1; pg. 24, 14 pgs
Abstract (Summary)
Physical planning policies for conserving transportation energy in urban areas were evaluated by comparing how motor gasoline is used in 32 cities worldwide. Data on 10 US cities were extracted and analyzed before comparing them with data from the global sample. The data were collected over a 5-year period primarily by visiting each city and with follow-up correspondence. Gasoline consumption per capita in the US cities varied by up to 40%, mainly because of land use and transportation planning factors, rather than price or income variations. The same patterns appeared in the global sample, though more extreme. Average gasoline consumption in US cities was nearly twice as high as in Australian cities, 4 times higher than in European cities, and 10 times higher than in Asian cities. Allowing for differences in gasoline price, income, and vehicle efficiency explained only half of these discrepancies. Physical planning policies, especially reurbanization and a reorientation of transportation priorities, were suggested as a means of reducing gasoline consumption and dependence on automobiles.
Call#: Van Pelt Library HE305 .N483 1999
Call#: In Process In Process
Abstract
UrbanSim simulates the development of urban areas, including land use, transportation, and environmental impacts, over periods of 20 or more years. Its purpose is to aid urban planners, residents, and elected officials in evaluating the long-term results of alternate plans, particularly as they relate to such issues as housing, business and economic development, sprawl, open space, traffic congestion, and resource consumption. From a software perspective, it is a large, complex, system, with heavy demands for excellent space efficiency and support for software evolution. It consists of a collection of models that represent different urban actors and processes, an object store that holds the state of the simulated urban environment, a model coordinator that schedules models to run and notifies them when data of interest has changed, and a translation and aggregation layer that performs a range of data conversions to mediate between the object store and the models. The paper concludes with a discussion of the lessons learned regarding software architecture to support rapid evolution within the field of urban simulation.
Author Keywords: Urban simulation; Software architecture; Land use and transportation; UrbanSim; Java; Open source
Now defunct blog from ApexBus company for thier buses
East Coast Largest Chinatown Bus - ApexBus
ApexBus provides low-cost and reliable bus services between New York Chinatown, Washington DC Chinatown, Philadelphia Chinatown, Richmond, Norfolk and Atlanta.
Next Stop
During January, Billie Cohen is riding to and from work with some of the commuting millions, documenting a different trip each weekday.
Eliahu Stern
Department of Geography and Environmental Development, Ben Gurion University of the Negev, Beer Sheva 84105, Israel
Journal of Transport Geography
Volume 12, Issue 1, March 2004, Pages 63-71
Available online 19 November 2003.
Abstract
Traffic congestion is still one of the major problems of urban transportation. It is the aggregate outcome of individual, subjective, decisions in a changing traffic environment.The individual's decision making is affected, among other factors, by experience and direct information from the surrounding environment, or indirectly from the media. The subjective map created from this information provides the cognitive environment within which the driver makes decisions. This study examines the spatio-temporal changes in the subjective map of reported congestion as formed by radio broadcasts in the Tel Aviv metropolitan area. It aims to evaluate the spatio-temporal stability of the emerged congestion patterns as a basis for subjective decision making, and to explain its variability as a necessary base for any effort to relieve congestion. Results show that non-recurrent heavy congestion is likely to be unstable. The spatio-temporal fluctuations of congestion were found to associate with traffic volumes caused mainly by weekly-based commuters which include university students, soldiers, and government employees. Reported information was found suitable for longitudinal research, the only kind which enables a broad understanding of the spatio-temporal pattern and dynamics of traffic congestion.
Author Keywords: Reported congestion; Spatio-temporal patterns; Congestion stability; Weekly-based commuters; Tel Aviv
Portland's support of cycling pays off
View from Jonathan Maus' bike in Portland traffic
According to Bicycling Magazine, Portland, Ore., has the highest number of bike commuters in the country. Ethan Lindsey reports on the industry that's grown up around all those riders.
Call#: Van Pelt Library HE151 .B36 2002
DOI: 10.1177/1538513205284628
© 2006 SAGE Publications
From Traffic Regulation to Limited Ways: The Effort to Build a Science of Transportation Planning
Jeffrey Brown
Florida State University
During the 1920s, millions of Americans embraced the automobile as their primary means of transportation, and traffic quickly congested city streets. Local officials turned to the experts for aid. These men approached the problem as one whose solution might be identified through the application of scientific techniques. Through their efforts, they transformed transportation planning from a broad, multidisciplinary exercise into a narrow, technical one, and introduced principles and procedures that continue to guide practitioners. Their development of a science based on traffic data and premised on the desirability of facilitating high-speed automobile movement also served to blind later professionals to the often-negative consequences of their own planning prescriptions.
Key Words: urban history • transportation planning • scientific methods
By Mark Ginocchio
Staff Writer
Published March 21 2007
WESTPORT - Federal Highway Administration officials yesterday urged state lawmakers to install highway tolls that charge motorists different rates based on peak and off-peak hours.
The tolling method, called congestion or value pricing, helps reduce traffic during rush hour while providing the state with cash for transportation improvements, said Patrick DeCorla-Souza, program manager for the administration's congestion pricing initiative.
Other cities worldwide use the method successfully, and other transportation systems, such as airlines and railroads, already charge varying rates based on peak hours, DeCorla-Souza said at a meeting at Westport Police Department headquarters organized by the South Western Regional Planning Agency.
"People understand that at certain times during the year, certain goods and services are more valuable," DeCorla-Souza said at the event, attended by about 30 municipal leaders and legislators from Fairfield County. "The idea now is to help them understand it in the transportation arena."
By Mark Bowden
Once more, SEPTA is on the ropes. It faces a $130 million budget deficit in the coming fiscal year, and unless the state finds a way to plug the hole, services will be cut and fares increased.
In other words, business as usual. Mass transit gets short shrift most places in this country, but nowhere is the political deck stacked against it more deliberately than in Philadelphia. This despite the fact that the city is blessed with a transit infrastructure that would be prohibitively expensive to build today, is being used by about a third of the city's commuters (a percentage that is inching up), and is . . . you guessed it, gradually rotting away.
Trains (and Patience) Stretched Thin in Chicago
By LIBBY SANDER
CHICAGO, March 25 - The century-old elevated train system here is as much a city fixture as the towering skyline and the piercing blue waters of Lake Michigan.
But deteriorating tracks and trains, chronic budget shortfalls and a region ever more dependent on rail service are forcing Chicagoans to confront the possibility that the system, commonly known as the El or the L, may be at a breaking point.
"We're living on borrowed time," said Frank Kruesi, the president of the Chicago Transit Authority, which runs the rail service. "The fact is, there's no magic wand when we're looking at modernizing a system that's 100 years old in a very dense urban environment."
The El, with its 1,190 rail cars and 222 miles of track, is the rail component of the transit authority, the second-largest public transit system in the country after New York's. The C.T.A.'s trains and buses serve the city and 40 suburbs, logging 1.55 million rides daily. The El alone accounted for more than 195 million rides last year.
No Highway to Heaven
Published: March 25, 2007
The recent rejection of a proposed bill to build the "Super 7" highway between Norwalk and Danbury is a blow to advocates fighting for the expressway and to commuters who have the misfortune to crawl along in the traffic jams that plague the current Route 7.
The State Legislature's transportation committee tabled the bill despite passionate testimony from both sides. People have been fighting over this multi-lane expressway for 57 years; it has never gotten off the drawing boards. Opponents, including environmentalists, have had good reason to block it.
...
DOI: 10.1177/1538513203255260
© 2003 SAGE Publications
Reframing American Highway Politics, 1956-1995
Mark H. Rose
Florida Atlantic University
In 1956, President Dwight D. Eisenhower and members of Congress approved the Federal-Aid Highway Act, launching the nation on a vast and expensive program of highway building. As part of this legislation, the federal government would finance 90 percent of the cost of constructing a national system of freeways, known popularly as the Interstate system. Control of highway building rested exclusively in the hands of state and federal highway engineers. In 1991, however, President George H. W. Bush and members of Congress approved the Intermodal Surface Transportation Act of 1991 (ISTEA). Although the federal government would still pay most of the cost of highway building, day-to-day control of projects devolved into the hands of local politicians located in Metropolitan Planning Organizations (MPOs). Moreover, leaders of those MPOs were authorized to spend money not only on highways but also on bicycle paths, buses, and on projects dubbed "intermodal." In great measure, approval of the ISTEA represented another triumph of suburban politicians seeking federal funds and local control over their use. Both in 1956 and in 1991, federal officials had framed the institutional relationship that guided transportation politics and subsequent land uses.
Key Words: George H. W. Bush • devolution • highway engineer • Intermodal Surface Transportation Efficiency Act • ISTEA • Daniel Moynihan • Samuel Skinner • U.S. Department of Transportation.
DOI: 10.1177/1538513205284628
© 2006 SAGE Publications
From Traffic Regulation to Limited Ways: The Effort to Build a Science of Transportation Planning
Jeffrey Brown
Florida State University
During the 1920s, millions of Americans embraced the automobile as their primary means of transportation, and traffic quickly congested city streets. Local officials turned to the experts for aid. These men approached the problem as one whose solution might be identified through the application of scientific techniques. Through their efforts, they transformed transportation planning from a broad, multidisciplinary exercise into a narrow, technical one, and introduced principles and procedures that continue to guide practitioners. Their development of a science based on traffic data and premised on the desirability of facilitating high-speed automobile movement also served to blind later professionals to the often-negative consequences of their own planning prescriptions.
Key Words: urban history • transportation planning • scientific methods
Spinning toll roads' asphalt into gold
Pennsylvania and New Jersey are considering leasing them to firms. The states could get billions. But at what cost?
By Paul Nussbaum
Inquirer Staff Writer
What is a turnpike worth?
The answer to that billion-dollar question is critical in Pennsylvania and New Jersey, where venerable state-owned toll roads now are being viewed less as ribbons of commerce than as streams of revenue.
Political leaders in both states are considering leasing the toll roads to private operators. What the states receive is clear: lots of cash. What they lose is the subject of intense debate.
Estimates of the roads' value vary wildly - from $2 billion to $30 billion for the Pennsylvania Turnpike and from $12 billion to $38 billion or more for the New Jersey Turnpike and the Garden State Parkway. Because there are few examples to look to for guidance, the two states are essentially guinea pigs in their own experiments.
Study: Park Slope Clogged by Parking Seekers
BY ANNIE KARNI - Special to the Sun
February 27, 2007
URL: http://www.nysun.com/article/49401
Almost half of the cars clogging Park Slope's main commercial arteries are driving in circles in search of parking, a new traffic study from a transportation advocacy group shows.
While vehicles competing for parking spaces account for only 28% of street traffic on some of Manhattan's most congested streets, 45% of drivers on the road in this primarily residential Brooklyn neighborhood are searching for curbside parking, according to the study, which Transportation Alternatives will release today.
A lack of parking options translates into lost business, as potential customers grow frustrated circling the block and eventually take their business to other neighborhoods, the study shows. About 15% of parked cars are also illegally stationed in front of fire hydrants, no-standing zones, and ambulance lanes near hospitals.
In 1989, a 7.1 earthquake struck the Bay Area which severely damaged many of its elevated highway structures. The Embarcadero Freeway - an ugly, double-decked highway - was replaced with a grand boulevard which emphasizes access to the waterfront and provides people with transportation options like walking, mass transit, and bicycling instead of an emphasis personal vehicle use. In this 12 minute mini-doc, you'll see some of the dramatic changes and how all users benefit when planning takes a pedestrian and people-first attitude.
The Defeat of the Mt. Hood Freeway (Portland, Ore.)
In Oregon, a battle raged for nearly twenty years over the construction of a highway project known as the Mt. Hood Freeway. If approved, the Freeway would have removed more than 1% of all housing stock in Portland. In the mid 1970s, after the proposal's defeat, the city opted to build a mass transit infrastructure. The result is a more pedestrian-friendly and livable city.
TOPP videographer, Clarence Eckerson Jr., takes us to Portland to see the results and posits that his own neighborhood in Brooklyn might have benefited from similar forethought during the planning phase of the Robert Moses-designed Brooklyn-Queens Expressway.
(Xinhua)
Updated: 2007-02-07 16:31
Beijing lacks 400,000 parking spaces, Zhao Fengtong, vice mayor of the Beijing Municipal government, said on Thursday.
With car ownership rocketing to the current figure of more than two million cars, not to mention more than 300,000 more cars annually, Beijing is struggling to keep up.
Besides building more underground parking lots and parking buildings, Beijing should create an internet parking information system showing all the available public parking spaces, suggested Li Xun, deputy director of China Academy of Urban Planning and Design.
Beijing announced earlier last year that 26 free or low-cost large-scale parking lots will be built near subway and bus stops to encourage drivers to use public transport in downtown Beijing.
Traffic problems topped this year's list of suggestions from representatives of the municipal people's congress. Traffic has been the number one issue for the last five years, said officials of the municipal people's congress.
Susan Handy. American Planning Association. Journal of the American Planning Association. Chicago: Summer 2006.Vol.72, Iss. 3; pg. 274, 5 pgs
Abstract -
Americans gain tremendous benefits from their driving in the form of access to opportunities. But the benefits do not come without burdens, for individuals and for society. To manage those burdens, transportation planners should focus on strategies that selectively reduce driving in two ways: by making it possible to drive less through land use policies and investments in non-auto infrastructure, and by discouraging less important driving with pricing policies. But merely layering a "drive less" approach on top of traditional efforts to make driving easier doesn't make sense. A more effective blend of strategies is needed.
Letter to the Editor
Peter Gordon. American Planning Association.
Journal of the American Planning Association.
Chicago: Spring 2006.Vol.72, Iss. 2; pg. 244, 1 pgs
...
...Most American suburbs do devote vast areas of land to free parking. Minimum parking requirements have created an accidental land reserve for housing right where we need it most. If cities reduce or remove the off-street parking requirements in their zoning ordinances, owners of shopping malls and office parks will probably find that some of their land makes a far more valuable site for housing than for parking. Building apartments and condominiums on underused parking lots at suburban employment centers, for example, will allow offices and housing to share parking, increase the housing supply, reduce housing prices, and provide real jobs-housing balance. Providing housing close to jobs will also reduce vehicle travel, energy use, traffic congestion, and air pollution. Converting free parking spaces into valuable housing sites can contribute to solving multiple urban problems for many years to come. But first cities must reduce or remove off-street parking requirements in their zoning codes.
---Jonathan Levine
Concentrations
land use and environmental planning
physical planning and urban design
housing community and economic development
transportation planning
planning in developing countries
Abstract-
The derived nature of transportation demand implies that enhancement of mobility per se is not a reasonable goal for transportation policy; instead, improved mobility is desired to the extent that it furthers accessibility-a goal that can be achieved through a variety of measures. The paper uses the mobility-accessibility distinction to distinguish different implementations of congestion pricing. A mobility-based congestion pricing promises to alleviate congestion but threatens to deteriorate from overall regional accessibility as it accelerates metropolitan deconcentration. In contrast, accessibility-based congestion pricing avoids acceleration of sprawl by incorporating policies to ensure that drivers tolled off roads are replaced with residents and travelers arriving at previously congested areas by other means.
By Joe Grengs
No other governmental program comes close to influencing the divided geographic patterns of our metropolitan regions like that of federal transportation. Yet most citizens would be hard-pressed to name who decides how and where transportation dollars are spent. Metropolitan planning organizations, or MPOs, are the bodies through which billions of federal dollars are distributed to state and local governments each year in support of transportation projects. Nearly every transportation project you see-new roads, fixed roads, interchanges, bus lines-has federal transportation dollars behind it. MPOs decide which projects get funded and which do not. These projects, in turn, influence where homes, jobs and stores are located. Yet the people who make up these MPOs, and the manner in which they arrive at their decisive choices, are mysterious to all but the most dedicated citizen activists.
The problem with MPOs is that most of them are biased against central cities in their voting structure. By allotting votes on a "one government-one vote" basis instead of a "one person-one vote" basis, MPOs grant outlying suburban jurisdictions considerably more political power in the decision-making process compared with center cities. Scholars and activists contend that this bias exacerbates sprawling urban development and further disadvantages poor households and people of color in the urban core. Whether this bias leads to worsening social equity remains an open question, but on a procedural basis a highly skewed representational scheme within an MPO may be in violation of the Fourteenth Amendment's equal protection clause, thus making such a structure unconstitutional.
Should the actions of transportation officials be subject to democratic accountability? Not in the state of Michigan, according to a judge's ruling in August 2004. A civil rights lawsuit alleged that transportation officials in the Detroit metropolitan region choose projects and spend public dollars in a way that favors the largely white and wealthy suburbs and unfairly ignores the needs of the central city and its inner suburbs. At issue was the voting structure of the MPO. The judge found that voting strength of an MPO need not be in proportion to population because an MPO has limited responsibility as a special-purpose government. Unfortunately, as a result of the ruling, Detroit's famously segregated metropolis will continue to develop under the influence of a skewed procedure that builds in a bias toward building roads for suburban commuters over strengthening transit service for inner-city bus riders. But the case does offer important lessons that planners elsewhere can learn from to mount challenges against undemocratic practices in transportation funding.
...Call#: Fine Arts Library HE305 .G46 2004
Source: Journal of the American Planning Association