Jim Pethokoukis at AEI writes about what Republican transportation policy should look like. I am glad my ideas are being embraced by both AEI and the Obama administration.
University of Minnesota Transportation expert and must-follow blogger David Levinson was recently asked what he would do to help low-income residents if given $1 billion to spend. Now the context here is the opening of $1 billion light-rail line between downtown Minneapolis and St. Paul. Levinson:
Why are buses treated as second-class transportation options? One reason, this Next City story suggests, is that middle-class (and above) citizens are kind of snooty about buses. They view them as transportation purely for poor people. “Only losers ride the bus.” Of course, this is a cultural and financial choice. Buses could be cooler and, more importantly, provide better service. And one group they could provide better services for is … lower-income people who have limited commuting options. …
Transportation policies and plans encourage non-motorized transportation and the establishment of performance measures to assess progress towards multi-modal system goals. Challenges in fostering walking and bicycling include the lack of data for measuring rates of walking and bicycling over time and differences in pedestrians and bicyclists and the trips they make. This paper analyzes travel behavior inventories conducted by the Metropolitan Council in the Minneapolis-St. Paul Metropolitan Area in 2001 and 2010 to illuminate differences walking and bicycling over time and illustrate the implications for performance measurement. We focus on the who, what, where, when, and why of non-motorized transportation: who pedestrians and bicyclists are, where they go and why, when they travel, and what factors are associated with the trips they make. Measured by summer mode share, walking and bicycling both increased during the decade, but the differences between the modes overshadow their similarities. Using descriptive statistics, hypothesis testing, and multinomial logistic models, we show that walkers are different than bicyclists, that walking trips are shorter and made for different purposes, that walking and bicycling trips differ seasonally, and that different factors are associated with the likelihoods of walking or bicycling. While the increase in mode share was greater for walking than bicycling, the percentage increase relative to 2001 share was greater for bicycling than walking. Both walking and bicycling remain mainly urban transportation options. Older age reduces the likelihood of biking trips more than walking trips, and biking remains gendered while walking is not. These differences call into question the common practice of treating nonmotorized transportation as a single mode. Managers can use these results to develop performance measures for tracking progress towards system goals in a way that addresses the unique and different needs of pedestrians and bicyclists.