Pub Date : 2023-11-17DOI: 10.1080/01944363.2023.2264137
Norman Garrick
{"title":"Paved Paradise: How Parking Explains the World Paved Paradise: How Parking Explains the World . Henry Grabar. (2023). Penguin Press. 368 pages. $30 (hardcover)","authors":"Norman Garrick","doi":"10.1080/01944363.2023.2264137","DOIUrl":"https://doi.org/10.1080/01944363.2023.2264137","url":null,"abstract":"","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"68 1","pages":""},"PeriodicalIF":5.6,"publicationDate":"2023-11-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"139264767","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
AbstractProblem, research strategy, and findings Carsharing programs—subscription-based car rentals—allow users to purchase only the automobility that they need. These programs may benefit low-income travelers by increasing access at lower prices than private auto ownership. Most carshare programs, however, disproportionately serve higher-income drivers. To assess carsharing’s potential to address the accessibility needs of disadvantaged households, we interviewed members of BlueLA, an electric carsharing program in central Los Angeles (CA) that offers both subsidized and regular memberships. We found few differences in how travelers with different membership types used BlueLA. They both used the service to complement travel by other modes like public transit and ridehail. In addition, members cited the benefits of gaining car access without the financial burden of car ownership or the unpredictability of ridehail fares. Neighborhood context, including residential density and the availability of non-automobile transportation options, also increased BlueLA’s appeal. However, due to limited and unreliable vehicle availability, most users did not rely on BlueLA for time-sensitive trips. BlueLA both eased and increased access to destinations outside of the commute and complemented public transit for subsidized and regular members.Takeaway for practice Services like BlueLA cannot meet all transportation needs. However, subsidized electric carsharing—particularly targeted to central-city neighborhoods—may address some accessibility needs of low-income households without imposing the burdens of automobile ownership.Keywords: automobile ownershipcarsharinglow-income householdstransportation equity ACKNOWLEDGMENTSWe thank Toole Design Group, the Los Angeles Department of Transportation, Blink Mobility, and Gregory Pierce for their continued partnership in this project. We are also grateful to the interviewees, whose participation made this research possible. JAPA Editor Ann Forsyth and three anonymous referees provided extensive comments and feedback, which greatly improved this article.RESEARCH SUPPORTThe Southern California Association of Governments Future Communities Pilot Program provided funding support for this project.Notes1 It is unclear why these users did not apply for community memberships.2 The use of the term rideshare appears to be a misnomer; the interviewee, instead, was referring to ridehail services.3 Several interviewees mentioned traveling with pets, but this was not an allowed use in the terms of service.4 See note 2.Additional informationNotes on contributorsJulene PaulJULENE PAUL (julene.paul@uta.edu) is an assistant professor of planning at the University of Texas at Arlington.Miriam PinskiMIRIAM PINSKI (miriam@sharedusemobilitycenter.org) is a research analyst for the Shared-Use Mobility Center.Madeline BrozenMADELINE BROZEN (mbrozen@ucla.edu) is deputy director of the Lewis Center for Regional Policy Studies in the University of
{"title":"Can Subsidized Carshare Programs Enhance Access for Low-Income Travelers?","authors":"Julene Paul, Miriam Pinski, Madeline Brozen, Evelyn Blumenberg","doi":"10.1080/01944363.2023.2268064","DOIUrl":"https://doi.org/10.1080/01944363.2023.2268064","url":null,"abstract":"AbstractProblem, research strategy, and findings Carsharing programs—subscription-based car rentals—allow users to purchase only the automobility that they need. These programs may benefit low-income travelers by increasing access at lower prices than private auto ownership. Most carshare programs, however, disproportionately serve higher-income drivers. To assess carsharing’s potential to address the accessibility needs of disadvantaged households, we interviewed members of BlueLA, an electric carsharing program in central Los Angeles (CA) that offers both subsidized and regular memberships. We found few differences in how travelers with different membership types used BlueLA. They both used the service to complement travel by other modes like public transit and ridehail. In addition, members cited the benefits of gaining car access without the financial burden of car ownership or the unpredictability of ridehail fares. Neighborhood context, including residential density and the availability of non-automobile transportation options, also increased BlueLA’s appeal. However, due to limited and unreliable vehicle availability, most users did not rely on BlueLA for time-sensitive trips. BlueLA both eased and increased access to destinations outside of the commute and complemented public transit for subsidized and regular members.Takeaway for practice Services like BlueLA cannot meet all transportation needs. However, subsidized electric carsharing—particularly targeted to central-city neighborhoods—may address some accessibility needs of low-income households without imposing the burdens of automobile ownership.Keywords: automobile ownershipcarsharinglow-income householdstransportation equity ACKNOWLEDGMENTSWe thank Toole Design Group, the Los Angeles Department of Transportation, Blink Mobility, and Gregory Pierce for their continued partnership in this project. We are also grateful to the interviewees, whose participation made this research possible. JAPA Editor Ann Forsyth and three anonymous referees provided extensive comments and feedback, which greatly improved this article.RESEARCH SUPPORTThe Southern California Association of Governments Future Communities Pilot Program provided funding support for this project.Notes1 It is unclear why these users did not apply for community memberships.2 The use of the term rideshare appears to be a misnomer; the interviewee, instead, was referring to ridehail services.3 Several interviewees mentioned traveling with pets, but this was not an allowed use in the terms of service.4 See note 2.Additional informationNotes on contributorsJulene PaulJULENE PAUL (julene.paul@uta.edu) is an assistant professor of planning at the University of Texas at Arlington.Miriam PinskiMIRIAM PINSKI (miriam@sharedusemobilitycenter.org) is a research analyst for the Shared-Use Mobility Center.Madeline BrozenMADELINE BROZEN (mbrozen@ucla.edu) is deputy director of the Lewis Center for Regional Policy Studies in the University of","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":" 3","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135241084","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-11-03DOI: 10.1080/01944363.2023.2264133
Gordon C. C. Douglas
"Three Atlases of Our Time." Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsGordon C. C. DouglasGORDON C. C. DOUGLAS is an associate professor of urban and regional planning at San José State University, where he serves as director of the Institute for Metropolitan Studies. He is the author of The Help-Yourself City: Legitimacy and Inequality in DIY Urbanism (Oxford, 2018), a book that does not contain any maps.
{"title":"Three Atlases of Our Time <b> <i>Counterpoints: A San Francisco Bay Area Atlas of Displacement & Resistance</i> </b> . The Anti-Eviction Mapping Project. (2021). PM Press. 432 pages. $34.95 (paperback) <b> <i>Trains, Buses, People: An Opinionated Atlas of US and Canadian Transit</i> </b> (2nd Edition). Christof Spieler. (2021). Island Press. 344 pages. $45 (paperback) <b> <i>The Quarantine Atlas: Mapping Global Life under COVID-19</i> </b> . Laura Bliss/A Bloomberg CityLab Project. (2022). …","authors":"Gordon C. C. Douglas","doi":"10.1080/01944363.2023.2264133","DOIUrl":"https://doi.org/10.1080/01944363.2023.2264133","url":null,"abstract":"\"Three Atlases of Our Time.\" Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsGordon C. C. DouglasGORDON C. C. DOUGLAS is an associate professor of urban and regional planning at San José State University, where he serves as director of the Institute for Metropolitan Studies. He is the author of The Help-Yourself City: Legitimacy and Inequality in DIY Urbanism (Oxford, 2018), a book that does not contain any maps.","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"13 28","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-11-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135818622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-23DOI: 10.1080/01944363.2023.2264132
Karen Chapple
"The Heart of Toronto: Corporate Power, Civic Activism, and the Remaking of Downtown Yonge Street." Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsKaren ChappleKAREN CHAPPLE is director of the School of Cities and professor of geography and planning at the University of Toronto, and professor emerita of city and regional planning at the University of California, Berkeley. Her current research focuses on downtown recovery, urban displacement, and small-scale infill development.
{"title":"The Heart of Toronto: Corporate Power, Civic Activism, and the Remaking of Downtown Yonge Street <b> <i>The Heart of Toronto: Corporate Power, Civic Activism, and the Remaking of Downtown Yonge Street</i> </b> . Daniel Ross. (2022). University of British Columbia Press, 240 pages, CAD32.95 (paperback)","authors":"Karen Chapple","doi":"10.1080/01944363.2023.2264132","DOIUrl":"https://doi.org/10.1080/01944363.2023.2264132","url":null,"abstract":"\"The Heart of Toronto: Corporate Power, Civic Activism, and the Remaking of Downtown Yonge Street.\" Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsKaren ChappleKAREN CHAPPLE is director of the School of Cities and professor of geography and planning at the University of Toronto, and professor emerita of city and regional planning at the University of California, Berkeley. Her current research focuses on downtown recovery, urban displacement, and small-scale infill development.","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"32 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135366818","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-23DOI: 10.1080/01944363.2023.2264136
Joanna Ganning
"Community Benefits: Developers, Negotiations, and Accountability." Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsJoanna GanningJOANNA GANNING is associate dean for faculty affairs in the Levin College of Public Affairs and Education at Cleveland State University. Her research focuses quantitatively on the economic development narratives of contemporary U.S. communities marginalized by location or socioeconomic status, with the goal of enhancing the quality of life for everyone.
{"title":"<i>Community Benefits: Developers, Negotiations, and Accountability</i> <b> <i>Community Benefits: Developers, Negotiations, and Accountability</i> </b> . Jovanna Rosen. (2023). University of Pennsylvania Press, 280 pages. $65 (hardcover)","authors":"Joanna Ganning","doi":"10.1080/01944363.2023.2264136","DOIUrl":"https://doi.org/10.1080/01944363.2023.2264136","url":null,"abstract":"\"Community Benefits: Developers, Negotiations, and Accountability.\" Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–2 Additional informationNotes on contributorsJoanna GanningJOANNA GANNING is associate dean for faculty affairs in the Levin College of Public Affairs and Education at Cleveland State University. Her research focuses quantitatively on the economic development narratives of contemporary U.S. communities marginalized by location or socioeconomic status, with the goal of enhancing the quality of life for everyone.","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"2 2","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135366946","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-19DOI: 10.1080/01944363.2023.2259358
Theodore C. Lim
Conceptualizing urban heat resilience as an infrastructure problem emphasizes the urgency with which we must adapt to global climate change, but also risks ignoring the continued marginalization that vulnerable populations experience as a result of infrastructure decisions. In this Viewpoint, I use my experience with participatory action research (PAR) in building urban heat resilience to show the ways in which an infrastructure framing presents opportunities, and the ways in which planners a) need to be aware of infrastructure as socio-technical systems and b) recognize spatial networks of social capital to appropriately approach interventions that benefit those most likely to be adversely affected by rising temperatures in cities.
{"title":"Necessary Considerations When Framing Urban Heat Resilience as an Infrastructure Issue","authors":"Theodore C. Lim","doi":"10.1080/01944363.2023.2259358","DOIUrl":"https://doi.org/10.1080/01944363.2023.2259358","url":null,"abstract":"Conceptualizing urban heat resilience as an infrastructure problem emphasizes the urgency with which we must adapt to global climate change, but also risks ignoring the continued marginalization that vulnerable populations experience as a result of infrastructure decisions. In this Viewpoint, I use my experience with participatory action research (PAR) in building urban heat resilience to show the ways in which an infrastructure framing presents opportunities, and the ways in which planners a) need to be aware of infrastructure as socio-technical systems and b) recognize spatial networks of social capital to appropriately approach interventions that benefit those most likely to be adversely affected by rising temperatures in cities.","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"66 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135730187","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-09DOI: 10.1080/01944363.2023.2255580
Nicholas J. Marantz, Christopher S. Elmendorf, Youjin B. Kim
AbstractProblem, research strategy, and findings Several U.S. states with high housing costs have recently adopted laws intended to promote infill development. These new laws expand state agencies’ supervisory responsibilities to ensure that local governments comply with state mandates. Effective administration of these laws will require state agencies to accurately estimate the amount of new housing that might be created and to target review to the jurisdictions that are failing to meet the relevant requirements. Here we present quantitative tools both for prioritizing review of local plans and zoning ordinances and for estimating future housing development. We applied the tools to the implementation of California laws requiring local governments to amend their zoning ordinances to allow accessory dwelling units on parcels zoned for detached single-family housing development. We provide computer code, written in the open-source statistical computing language R, that implements these tools. Although we present off-the-shelf tools, our proposed tools should supplement other regulatory techniques rather than serving as a substitute.Takeaway for practice Requirements for local governments to allow infill development should be accompanied by mandates for data collection. With good data, state agencies can use open-source statistical software to create quantitative measures that can help estimate future housing production and set priorities for reviewing local plans and zoning ordinances.Keywords: housinginfill developmentland use planningregulationzoning Supplemental MaterialSupplemental data for this article can be found on the publisher’s website. Replication code is available at https://doi.org/10.7910/DVN/LNJ5X3Notes1 This follows from two provisions of state law. First, regional housing need is subdivided into different levels of affordability, with “housing for lower income households” defined as housing that is affordable to households earning up to 80% of the area median income (California Government Code, sec. 65584(f), Citation2023; California Health and Safety Code, sec. 50079.5, Citation2023). Such households typically comprise about 40% of the total (see, e.g., California HCD, Citation2020a, Attachment 1; Citation2020b, Attachment 1). Second, the sites through which cities accommodate their “lower income” housing target must be zoned at densities that allow for multifamily housing (California Government Code, sec. 65583.2, Citation2023).2 In 2023, Montana also adopted laws enhancing planning requirements and requiring certain jurisdictions to allow duplexes in areas zoned for single-family development, but these laws do not require state administrative review of local ordinances (State of Montana, Citation2023a, Citation2023b).3 If an Oregon city fails to adopt a compliant, state-certified missing-middle zoning ordinance, it eventually becomes subject to a default state-promulgated missing-middle code (Oregon House Bill 2001, Citation201
【摘要】问题、研究策略和发现美国几个住房成本高的州最近通过了旨在促进填充物开发的法律。这些新法律扩大了州政府机构的监督责任，以确保地方政府遵守州政府的命令。这些法律的有效执行将要求州政府机构准确估计可能创建的新住房数量，并对未能满足相关要求的司法管辖区进行针对性审查。在这里，我们提供了量化工具，既可以优先审查地方图则和分区条例，也可以估计未来的房屋发展。我们将这些工具应用于加州法律的实施，该法律要求地方政府修改其分区条例，允许在划为独立独户住宅开发的地块上建造附属住宅单元。我们提供了用开源统计计算语言R编写的计算机代码来实现这些工具。虽然我们提供了现成的工具，但我们建议的工具应该补充其他监管技术，而不是作为替代品。在要求地方政府允许油气田开发的同时，应授权收集数据。有了良好的数据，州政府机构可以使用开源统计软件创建量化指标，帮助估计未来的住房产量，并为审查当地计划和分区条例设定优先顺序。关键词:住房填筑开发土地利用规划法规分区补充材料本文的补充数据可以在出版商的网站上找到。复制代码可从https://doi.org/10.7910/DVN/LNJ5X3Notes1获得，这是根据州法律的两项规定。首先，将区域住房需求细分为不同的负担能力水平，“低收入家庭住房”定义为收入不超过该地区收入中位数80%的家庭负担得起的住房(加州政府法典，第65584(f)条，Citation2023;加州健康与安全法典，第50079.5节，Citation2023)。这样的家庭通常占总数的40%左右(参见，例如，California HCD, Citation2020a，附件1;其次，城市容纳“低收入”住房目标的地点必须按照允许多户住宅的密度进行分区(加州政府法典，第65583.2条，Citation2023)2023年，蒙大拿州还通过了加强规划要求的法律，并要求某些司法管辖区允许在划为单户住宅开发的地区使用复式住宅，但这些法律不要求州对地方条例进行行政审查(蒙大拿州，Citation2023a, Citation2023b)如果俄勒冈州的一个城市未能采用符合要求的、国家认证的中间缺失分区条例，它最终将受到国家颁布的默认中间缺失代码的约束(俄勒冈州众议院法案2001,Citation2019，第3节)虽然洛杉矶县有88个城市，但我们的样本只包括85个。两个城市，工业和弗农，没有单一家庭分区，我们无法匹配阿瓦隆的建筑足迹数据，阿瓦隆是在其他大部分无人居住的圣卡塔利娜岛上唯一合并的地区。5我们的结果也可能反映了未观察到的影响ADU生产的地块或地块水平特征，这些特征在一些城市比在其他城市更常见。这项工作得到了弗曼房地产和城市政策中心、纽约大学和皮尤慈善信托基金的支持。作者简介nicholas J. MARANTZ nicholas J. MARANTZ (nmarantz@uci.edu)是加州大学欧文分校(UCI)城市规划和公共政策副教授。Christopher S. ELMENDORF (cselmendorf@ucdavis.edu)是加州大学戴维斯分校的法学教授。Youjin B. KimYOUJIN B. KIM (youjinbk@uci.edu)，加州大学洛杉矶分校博士生。
{"title":"Overseeing Infill","authors":"Nicholas J. Marantz, Christopher S. Elmendorf, Youjin B. Kim","doi":"10.1080/01944363.2023.2255580","DOIUrl":"https://doi.org/10.1080/01944363.2023.2255580","url":null,"abstract":"AbstractProblem, research strategy, and findings Several U.S. states with high housing costs have recently adopted laws intended to promote infill development. These new laws expand state agencies’ supervisory responsibilities to ensure that local governments comply with state mandates. Effective administration of these laws will require state agencies to accurately estimate the amount of new housing that might be created and to target review to the jurisdictions that are failing to meet the relevant requirements. Here we present quantitative tools both for prioritizing review of local plans and zoning ordinances and for estimating future housing development. We applied the tools to the implementation of California laws requiring local governments to amend their zoning ordinances to allow accessory dwelling units on parcels zoned for detached single-family housing development. We provide computer code, written in the open-source statistical computing language R, that implements these tools. Although we present off-the-shelf tools, our proposed tools should supplement other regulatory techniques rather than serving as a substitute.Takeaway for practice Requirements for local governments to allow infill development should be accompanied by mandates for data collection. With good data, state agencies can use open-source statistical software to create quantitative measures that can help estimate future housing production and set priorities for reviewing local plans and zoning ordinances.Keywords: housinginfill developmentland use planningregulationzoning Supplemental MaterialSupplemental data for this article can be found on the publisher’s website. Replication code is available at https://doi.org/10.7910/DVN/LNJ5X3Notes1 This follows from two provisions of state law. First, regional housing need is subdivided into different levels of affordability, with “housing for lower income households” defined as housing that is affordable to households earning up to 80% of the area median income (California Government Code, sec. 65584(f), Citation2023; California Health and Safety Code, sec. 50079.5, Citation2023). Such households typically comprise about 40% of the total (see, e.g., California HCD, Citation2020a, Attachment 1; Citation2020b, Attachment 1). Second, the sites through which cities accommodate their “lower income” housing target must be zoned at densities that allow for multifamily housing (California Government Code, sec. 65583.2, Citation2023).2 In 2023, Montana also adopted laws enhancing planning requirements and requiring certain jurisdictions to allow duplexes in areas zoned for single-family development, but these laws do not require state administrative review of local ordinances (State of Montana, Citation2023a, Citation2023b).3 If an Oregon city fails to adopt a compliant, state-certified missing-middle zoning ordinance, it eventually becomes subject to a default state-promulgated missing-middle code (Oregon House Bill 2001, Citation201","PeriodicalId":48248,"journal":{"name":"Journal of the American Planning Association","volume":"47 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135092671","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":2,"RegionCategory":"经济学","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-04DOI: 10.1080/01944363.2023.2254288
Patrick DeCorla-Souza
AbstractIn metro areas in the United States, those who cannot drive have limited access to job opportunities and services located in low-density suburbs that are poorly served by public transit; at the same time, congested metropolitan freeways cause significant travel delays for commuters who have no option but to drive long distances to job sites during peak periods. In this Viewpoint, I present a systemwide approach to financing and fulfilling the transportation needs of those who do not drive while at the same time providing a congestion-free travel choice for those who do. It combines congestion pricing with cash rewards for those who choose to share rides on a network of congestion-free lanes converted from general-use lanes to priced lanes. Net revenues support multimodal travel options including transit, carpooling, and mobility hubs with transportation services to and from trip origins and final destinations, also known as first- and last-mile services. The strategy would allow existing metropolitan freeway networks to be transformed into financially viable, sustainable, and equitable multimodal systems providing high-quality travel choices that could lead to more sustainable urban development patterns.Keywords: cash rewardscongestion pricinghigh-occupancy toll lanessustainable developmenttransportation financing Notes1 The economic rationale for roadway congestion pricing is that drivers impose significant external costs that they do not pay for, such as travel delays imposed on other travelers, as well as environmental costs imposed on society at large. This distorts their choice of travel mode in favor of driving, increasing traffic demand and reducing use of alternatives such as shared travel modes.2 Cash payments would be funded using revenue from tolls paid by those who run out of toll credits.3 Alternatively, the program could give discounted toll rates to low-income drivers.4 New tolls have successfully been imposed on all lanes of existing free bridges, such as the SR 520 bridge in Seattle (USDOT, Citation2015).5 For example, see Atlanta’s existing and planned express lanes network (Georgia Department of Transportation, Citation2021).6 Converting two lanes was found to provide less net operating revenue due to the increase in rewards that would need to be paid out because a larger share of solo drivers would have to be attracted to transit or carpooling to ensure that congestion gets no worse on the free lanes; both the reward per person and the number of persons to be rewarded would increase significantly.7 With less congestion, toll rates would be lower, reducing revenue. However, with lower traffic demand, a smaller share of commuters would need to be attracted to shared travel modes to achieve targeted traffic volumes, reducing the number of commuters to be rewarded as well as the magnitude of the required cash reward per commuter.Additional informationNotes on contributorsPatrick DeCorla-SouzaPATRICK DECORLA-SOUZA (pdecorla
在美国的大都市地区，那些不会开车的人在低密度郊区获得工作机会和服务的机会有限，这些郊区的公共交通服务很差;与此同时，拥挤的大都市高速公路给通勤者造成了严重的出行延误，他们别无选择，只能在高峰时段开车长途前往工作地点。在这个观点中，我提出了一个全系统的方法来资助和满足那些不开车的人的交通需求，同时为那些开车的人提供一个无拥堵的旅行选择。它将拥堵收费与现金奖励结合起来，奖励那些选择在无拥堵车道网络上拼车的人，这些车道由普通车道转变为收费车道。净收入支持多式联运选择，包括交通、拼车和交通枢纽，提供往返旅行起点和最终目的地的交通服务，也被称为第一英里和最后一英里服务。该战略将使现有的大都市高速公路网络转变为经济上可行、可持续和公平的多式联运系统，提供高质量的出行选择，从而实现更可持续的城市发展模式。【关键词】现金奖励拥堵收费高占用收费车道可持续发展交通融资道路拥堵收费的经济原理是司机施加了他们不支付的重大外部成本，例如对其他旅行者造成的旅行延误，以及对整个社会造成的环境成本。这扭曲了他们对驾驶出行方式的选择，增加了交通需求，减少了共享出行等替代出行方式的使用现金支付将由那些用完通行费信用的人支付的通行费收入提供资金或者，该计划可以给低收入司机折扣过路费新的收费已经成功地在现有的免费桥梁的所有车道上征收，例如西雅图的SR 520桥(USDOT, Citation2015)例如，参见亚特兰大现有和计划中的快速通道网络(Georgia Department of Transportation, Citation2021)研究发现，转换两条车道提供的净运营收入较少，因为需要支付更多的奖励，因为必须吸引更大比例的单独司机乘坐公共交通或拼车，以确保免费车道上的拥堵不会恶化;每个人得到的奖励和获得奖励的人数都将大大增加交通拥堵减少，通行费也会降低，从而减少财政收入。然而，由于交通需求较低，为了实现目标交通量，共享出行模式需要吸引更少的通勤者，从而减少了需要奖励的通勤者数量以及每个通勤者所需的现金奖励幅度。patrick DECORLA-SOUZA (pdecorla@gmail.com)目前担任美国交通部公私合作项目经理。然而，他以个人身份撰写了这篇文章，所表达的观点不一定代表美国交通部的观点。
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Pub Date : 2023-09-29DOI: 10.1080/01944363.2023.2247816
Harley Etienne
"University City: History, Race, and Community in the Era of the Innovation District." Journal of the American Planning Association, ahead-of-print(ahead-of-print), pp. 1–4 Additional informationNotes on contributorsHarley EtienneHARLEY F. ETIENNE is an associate professor of city and regional planning in the Knowlton School at The Ohio State University.
《大学城:创新区时代的历史、种族和社区》《美国规划协会杂志》，印刷前，第1-4页。附加信息:作者简介:harley F. ETIENNE是俄亥俄州立大学诺尔顿学院的城市和区域规划副教授。
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