This article concerns the role of children in our communities. A review of research shows that children play a limited role in the decision making processes that shapes their environment. What is more, as they have become increasingly dependent on parental cars for activities and travel, children are loosing touch with their immediate neighbourhoods, a trend reflected in the declining number of children who walk or bike to school. However, Canada adheres to several international commitments enshrining the obligation to take the needs and perspectives of children into account in urban planning. The article draws on a number of research studies, including participatory projects and studies of children’s mobility, to highlight the importance of neighbourhood schools in terms of community life, child development and family well-being.
The Delaware Valley has a diverse and extensive transit system, serving over one million riders per day. As fuel prices rise and road congestion in the region worsens, the value of that system becomes even more evident. Mass transit takes thousands of cars off the roads; provides affordable, comfortable, and efficient transportation; reduces the fossil fuel dependency of the region; and permits a denser, more walkable development pattern that enables us to curb suburban sprawl.
Mass transit usage has increased significantly in the Delaware Valley over the past few years. If the current trends of rising gas prices and increased reliance on alternative modes of transportation continue, it will be critical to embrace a transit-oriented growth pattern (i.e., to promote housing, retail, services, and jobs within close proximity of transit stations).
For these reasons, transit-oriented development (TOD) is one of DVRPC’s core priorities for the region. TOD refers to a…
The Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU) requires that projects receiving funds from either Federal Transit Administration (FTA) Section 5310 (Elderly Individuals and Individuals with Disabilities), FTA Section 5316 (Job Access and Reverse Commute), or FTA Section 5317 (New Freedom)1 be derived from a public transit-human service transportation coordination plan (hereinafter referred to as the coordination plan) beginning in FY 2007.
FTA Section 5310 provides capital assistance for the purchase of vehicles and associated equipment by non-profit agencies for the provision of transportation to elderly individuals and individuals with disabilities for whom mass transportation services are unavailable, insufficient or inappropriate. Under certain circumstances public agencies may receive these funds where it is demonstrated that there are no non-profit organizations readily available to provide the specialized…
In July 2005, the Metropolitan Transportation Commission (MTC) adopted a development policy that supports transit-oriented development (TOD) in the region. MTC’s TOD policy establishes guidelines for development near transit stations and in new corridors and ensures that key stakeholders (both public and private) work cooperatively to create more transit-supportive areas. In support of the TOD policy, this study was undertaken to characterize the demographic and travel characteristics of station area residents – individuals living within close proximity to rail stops and/or ferry terminals in the region – using an existing Bay Area data set, the 2000 Bay Area Travel Survey (BATS2000).
This report outlines the key demographic factors that affect public transportation use with a particular focus on how the aging demographics of the country will impact future transit ridership. In addition the report describes a spreadsheet tool that can be used to estimate the future effects of the aging population on public transportation use. The report is intended primarily for the use of public transportation agencies, including state departments of transportation that may provide public transportation service.
This paper examines demographic, economic and market trends that affect travel demand, and their implications for transport planning. Motorized mobility grew tremendously during the Twentieth Century due to favorable demographic and economic conditions. But many factors that caused this growth, such as declining vehicle operating costs and increased vehicle travel speeds, are unlikely to continue. Per capita vehicle ownership and mileage have peaked in the U.S., while demand for alternatives such as walking, cycling, public transit and telework is increasing. This indicates that future transport demand will be increasingly diverse. Transport planning can reflect these shifts by increasing support for alternative modes. Although this paper investigates trends in the U.S. and other wealthy countries, the analysis has important implications for developing countries.
As this country continues to grow and change, communities are left to figure out where all these new people will live, work, and shop. New markets are emerging for real estate that offers a more convenient lifestyle than is offered by many low-density sprawling communities. New compact developments with a mix of uses and housing types throughout the country are being embraced as a popular alternative to sprawl. At the core of the success of these developments is density, which is the key to making these communities walkable and vibrant.
The demographics of the United States will change dramatically during the next 25 years as more baby boomers reach their 60s, 70s and beyond. The U.S. Census Bureau projects that the number of Americans age 65 or older will swell from 35 million today to more than 62 million by 2025 - nearly an 80 percent increase. As people grow older, they often become less willing or able to drive, making it necessary to depend on alternative methods of transportation.