Decades of under investment in regular repair have left many states’ roads in poor condition, and the cost of repairing these roads is rising faster than many states can address them. These liabilities are outlined in a new report by Smart Growth America and Taxpayers for Common Sense, released today, which examines road conditions and spending priorities in all 50 states and the District of Columbia. The report recommends changes at both the state and federal level that can reduce future liabilities, benefit taxpayers and create a better transportation system. 

This paper outlines the successes of the ACTION TA Program and the vision of the program moving forward. This program has built upon the existing strengths in AAPI communities to develop a vibrant, nationally networked, community-based infrastructure that supports a more just and inclusive nation. We hope that this paper is a useful resource for foundations, corporations, government agencies, and others who seek to effectively reach diverse low-income AAPI families and individuals, and invest in the communities in which they live.

The study looked closely at four topics: statewide bicycle and pedestrian plans, accommodating bicycles in state highway projects, providing sidewalks for pedestrians in state highway projects located in urban areas, and implementing a statewide Safe Routes to School program. The NCBW reviewed federal legislation, regulations, polices, and guidance, as well as the policies and recommended practices of national organizations including the American Association of State Highway and Transportation Officials (AASHTO) and the Institute of Transportation Engineers (ITE). Using these sources, a set of benchmarks was identified and used to assess the current performance of each state DOT. A chart shows all 50 states and their positions on these benchmarks.

Community development corporations are non-profit, community-based organizations that anchor capital locally through the development of both residential and commercial property, ranging from affordable housing to shopping centers and even businesses. First formed in the 1960s, they have expanded rapidly in size and numbers since. An industry survey published in 2006 found that 4,600 CDCs promote community economic stability by developing over 86,000 units of affordable housing and 8.75 million square feet of commercial and industrial space a year.

 This publication provides a great introduction to Minnesota's environmental policy framework. It is not an advocacy document, and does not include specific positions on controversial environmental issues. For that, please contact MCEA directly, or peruse the rest of this website.

The devastation wrought by hurricane Katrina laid bare many of the disparities that continue to separate Americans by race and class. One disparity that was immediately apparent in Katrina’s aftermath concerned the size and composition of the area’s populations that lacked access to an automobile. These households, largely dependent on the limited emergency public transportation available to evacuate the city in advance of the storm, were the most likely to be left behind. In New Orleans, this population seemed quite large in size – and overwhelmingly black. In this paper, we document differences in car-ownership rates between racial and socioeconomic groups. We present patterns for the nation as a whole as well as for the pre-Katrina New Orleans metropolitan area using data from the 2000 5% Public Use Microdata Sample (PUMS) of the U.S. Census of Population and Housing. We also present estimates of the number of people for all U.S. metropolitan areas that reside in a household without access to an automobile. Finally, we explore the relationship between residential housing segregation and spatial proximity to other households without access to automobiles among African-Americans.

The Surface Transportation Policy Project (STPP) and the Center for Neighborhood Technology (CNT) have released a report that examines transportation costs and the effect of gas prices on family budgets. The study ranks 28 metropolitan areas on their combined transportation and housing costs and recommends specific actions that federal, state, and local governments can take to reduce the burden of transportation costs on families.

Filling the Financing Gap for Equitable Transit-Oriented Development describes the key components of a model system for equitable TOD, the most common challenges regional actors face in moving equitable TOD projects forward and a variety of strategies partners can use to address these challenges. The report includes recommendations for approaches to leveraging public and private funds, coordinating multiple actors, involving the community and managing issues around land use and assembly. LIIF and Enterprise co-authored the paper with support from Living Cities.

Much bicycle planning and advocacy focuses on encouraging travelers to switch to cycling from other transport modes, namely automobiles. At the same time, research suggests that an alternate, even overlooked cyclist cohort exists in Los Angeles County: those without access to autos or quality transit service who ride bicycles out of necessity. Principal among these “necessity” cyclists are low-income Latinos. We investigate this so-called “invisible cyclist” hypothesis through a spatial examination of low-income Latino cyclists in Los Angeles County. We find a connection between low-income Latinos and travel by all Census-designated “other” modes, including motorcycles and taxis in addition to bicycles. This research suggests a need for participatory planning and outreach not just for bicycles, but for a host of alternate commute travel modes in areas with large low-income and Latino populations. 

There are few tasks more important and more necessary in American society today than the regeneration of “weak market cities.” This paper outlines an extensive list of housing strategies for change in these cities as part of their revitalization efforts. It is intended to help CDCs, government agencies, lenders, community members, and foundations assess the effectiveness of current revitalization strategies and priorities in weak market cities; develop new, effective goals and strategies; and prioritize the allotment of resources to best achieve these goals.