Low-income neighborhoods and communities of color are burdened disproportionately with pollution from the transportation sector, say researchers and journalists. Often these neighborhoods, sometimes clustered in proximity to high traffic or industrial areas, show elevated disease levels when compared to majority white communities located in areas of lower emissions.
Amid drastically rising pedestrian deaths, more states are considering how changes in pedestrian laws can help tip the balance in favor of those on foot and inspire a cultural shift to make walking safer and more commonplace.
The Pennsylvania DOT recently unveiled a report from its Dismantling Systemic Racism and Inequities Working Group that details recommendations to establish anti-racist principles at the core of the work done by the DOT. Collecting input from the community, staff, leadership, and other DOTs, the report lays out strategies to balance the PennDOT workforce, invest in disadvantaged communities, reduce disparity in contracting, engage with communities of color, and increase diversity on advisory boards and commissions.
Traffic impact assessments (TIAs) are commonly used by local governments to ensure that new developments do not cause excessive delay on nearby roads. There is growing cause for concern, however, that these tools have unintended consequences such as increasing transportation emissions and driving up housing costs.
A new study found little evidence that new bike infrastructure leads to displacement of low-income households or people of color, despite the two sometimes being linked in public discourse. The data reveal some bias toward mostly white neighborhoods in terms of where new facilities are installed, but sharrows, or markings that indicate a preferred bicycle route, account for more of the difference than separated bike lanes.
There is a growing public clamor for better access by people to the places where they live, work, and spend their recreational time. However, a majority of transportation investments are spent on moving people through places, typically by driving.
By Saumya Jain A recent study from Britain finds a strong correlation between public transit job accessibility and employment outcomes, especially for low-income people and those who do not have access to personal cars. Although there has been a lot of research around the issue …
A significant increase in the cycling mode share (currently just 1.1 percent of trips in the U.S.) would offer a number of benefits—reduced emissions, positive health outcomes, and potential reduction in congestion—but it can be hard to envision how a large-scale increase in cycling could be achieved
A recent report by the Chicago Metropolitan Agency for Planning (CMAP) highlights transportation inequities in the greater Chicago area. Big-picture findings support the region’s comprehensive plan, but the near-term recommendations focus on changes in transportation-related fees, fines, and fares—a small but important share of overall transportation costs.
Many Metropolitan Planning Organizations (MPOs) have placed a greater emphasis on equity in their regional planning over the past few years, but that emphasis doesn’t always translate to direct changes at the project level. Transportation Research Record examined how well MPOs serving the 40 largest metro areas in the U.S. incorporate equity criteria in project prioritization decisions for their Transportation Improvement Programs (TIPs) and recommend a broader shift in how MPOs approach equity in project prioritization to reframe transportation inequities in terms of injustices.