Don't be seduced by the "signature project" that takes 20 years to complete, when there's huge basket of small projects you could hit the ground running on. That's a wildly different approach than anything our transit agencies or federal transportation funding mechanisms are set up for. But it's a more promising one.
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Decades ago, we decided where roads will go. Whether it makes sense or not today, that is where they must go.
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Charging electric scooter companies for their use of public space is sensible, but why stop there? What if car drivers were actually asked to pay the full costs they impose as well?
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Peak hour car commuters have incomes almost double those who travel by transit, bike and foot.
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Small, locally-based investments can make a big difference to help people walking and biking feel safe. Big investments from outside sources tend to have the opposite effect.
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A survey issued by the Missouri Dept. of Transportation shows just how messed up our transportation funding system is and why the binary choices we're presented with aren't the whole picture.
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Keith Laughlin, president of Rails to Trails, talks about how his organization is creatively improving bikeability in towns across the country.
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In late January 2016, we ran our first #NoNewRoads campaign which included a member-exclusive webcast on highway spending and congestion with Todd Litman. That webcast is now available for all Strong Towns readers.
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How we choose to spend our money is a reflection of who we are. not just as individuals but as states. When Washington spends billions to build new roads and a pittance to create safe, accessible streets, that says something about the state's priorities.
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A conversation with Kevin Blanchard, former Public Works Director for the city of Lafayette, LA.
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5 steps to tackle transportation funding insolvency.
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A twisted look at the twisted federal transportation bill.
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Head over to our discussion forum to dive into a challenging question: Should we, as advocates for multiple transportation options, tolerate funding packages that mostly go toward new roads, but also provide minimal bike/walk/transit funding too?
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It is one thing to have the freedom to drive; quite another to have no other option. America has long passed the point of diminishing returns with our approach to funding transportation. That is why this week we are focusing on #NoNewRoads.
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For local governments, the Growth Ponzi Scheme has allowed national politicians to promise a free lunch while forcing those lower on the food chain to absorb the long term costs associated with hitting this quarter’s GDP targets.
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Tony Dutzik, Senior Policy Analyst with Frontier Group, joins the podcast to talk about a new report he co-authored: Who Pays for Roads? How the "Users Pay" Myt Gets in the Way of Solving America's Transportation Problems.
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The 10th Avenue Bridge is a local street with a local bridge that serves local traffic. Yet, in many cases, the general public narrative finds it necessary to criticize state legislators for not allocating money to support a project that has no state or regional significance. Herein lies the disconnect between how we think transportation financing works and how it actually works.
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Building our cities to cater to the needs of car traffic have produced lower levels of livability. There are good reasons to believe that throwing more money at the existing system of building and operating streets will do little to make city life better.
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For your viewing pleasure....the next generation of transit.
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Resist the impulse to try and smooth over these massive distortions our development pattern has created. Start seeking a way to find equilibrium on your own terms and in the least destructive way possible.
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