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MOBILITY
Our growing world has many challenges for the transportation
system. Increasing demand on the system and development patterns have
led to traffic and congestion. Protecting the environment is
important to everyone, but how do we protect the environment while
trying to improve the transportation system to meet current and future
demand for access?
Mobility Partners can help you find the answers.
The Mobility Partners Program is a partnership of the U.S. EPA's
Office of Policy Analysis and the Surface Transportation Policy
Project. The purpose of the program is to provide practitioners,
business leaders, and citizens a service that recognizes and reports
ideas for meeting the challenges of transportation in an
environmentally sensitive way.
An efficient transportation system can provide access to
opportunities and jobs for everyone with minimal adverse environmental
consequences. We can develop strategies andprograms that meet the
demands on the transportation system, are good for the environment,
satisfy user desires, ensure safety, and fall within budget
requirements.
Numerous state agencies, metropolitan areas, companies,
organizations, and private citizens have developed good ideas that can
help us achieve greater transportation system efficiency.
Mobility Partners will recognize and help spread the ideas that
work.
The Program provides clear, concise, and useful information on all
facets of transportation efficiency.
Mobility Partners examines topics such as transit-oriented develop-
ment, parking policies, transportation management, community land use
initiatives, multimodal transportation planning, and innovative public
and private transportation initiatives.
Mobility Partners produces the quarterly newsletter Access, case
studies, and technical reports. The Program also has technical staff
support available. This combination of services provides current
information, in-depth analyses, and examples of successful approaches.
Additionally, Mobility Partners is a recognition program for
innovative projects and programs, along with firms, agencies, and
individuals for their commitment to developing a more efficient and
environmentally sensitive transportation system.
Any organization, firm, agency, or individual having an interest in
transportation can join Mobility Partners. If you would like to join,
please take a moment to fill out the response form on the next page.
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ACCESS
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Please Note:
This issue of Access has been sent to the entire STPP mailing list in
addition to those who have already, requested to become a part of
Mobility Partners. If you would like to continue receiving Mobility
Partners material and have not already done so, please fill out the
response form and mail or fax it to us. We look forward to working
with you future.
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ACCESS
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Table of Contents
News Briefs page 5
Transportation news items from around the nation
Let's GO Boulder page 9
The City of Boulder support group for businesses seeking to
encourage alternative transportation options
What Is Transit-Oriented Design? page 10
by Laura Olsen
A description of the first set of case studies released by Mobility
Partners and a look at community based transit-oriented design
initiatives
MPO - CEO page 13
A Winning Combination in Texas
A Texas MPO teams up with corporate CEOs and the community to
address transportation and clean air issues
Transit-Oriented Design page 14
Planning for Communities
A look at the differences between transit-oriented designs that
serve surrounding communities and those that serve entire regions
The Columbus Alternative Transportation Plan page 15
The Chatahoochee Riverwalk-Columbus, Georgia
by Peggy Theus
Transportation alternatives, economic revitalization, and historic
preservation recharge downtown Columbus
Transportation and Climate Change page 19
The role of transportation in Climate Change and the ways we can
address it
The Mobility Partners Recognition Program page 20
Program description and call for nominations
On the Cover:
Transit-oriented design in the nation's capitol. Eastern Market
MetroRail Station.
Photo courtesy of Laura Olsen
The Mobility Partners Program is an initiative of the U.S.
Environmental Protection Agency's Office of Policy Analysis and the
Surface Transportation Policy Project to help practitioners,
business leaders, and citizens exchange ideas for meeting
transportation challenges in an environmentally sensitive way.
Access is the quarterly journal of the Mobility Partners Program -
Christopher Bender, Editor. Your comments and recommendations are
always welcomed and may be sent to: Access, Attn: Editor; 1400 16th
Street, NW, Suite 300; Washington, D.C. 20036. Phone (202) 939-
3470; Fax :(202 939-3475; E-mail stpp@igc.apc.org
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NEWS
Briefs
cOgO
Two young entrepreneurs have started a new business in the San
Francisco Bay Area directed toward young people and their
transportation needs. The company is called cOgO and operates a ride
and car sharing service that allows people to increase their mobility
while doing the environmentally "right thing."
Joseph Willemssen and Paul Fleming began cOgO this past year to
help young adults like themselves get by and get around. With jobs
not always conveniently located to affordable housing, shopping malls
inaccessible without driving, and recreational opportunities far out
of walking distance, an automobile becomes an immediate necessity for
a young person venturing out into the world.
The name/logo was designed to look like "information superhighway"
terminology to catch people's interest and infer a technological
approach to transportation.
The first service offered by cOgO is a more technologically
advanced version of the rideshare board found on practically every
college campus. The intercity Rideshare information Service, or
"iRiS" is based on the concept of people advertising space in a car on
a rideshare board. Someone comes along who is going to the same
destination, can answer the ad, and thus a ride match.
iRiS takes the basic format of the rideshare board, speeds it up,
and makes it more accessible. The service uses a PC-based voicemail
system that can be accessed 24 hours a day, seven days a week.
Travelers can place ads for space or post requests. Since the system
is faster and more convenient than checking a ride share board located
in a University building or coffee house, it is used more frequently.
People use the service for grocery shopping and trips to the beach
instead of just the ride home for winter break.
iRiS is currently up and running in the San Francisco Bay Area and
will soon be available in the Seattle, Washington region. Willemssen
and Fleming hope to have the program running in other urban areas in
the near future. Having all of the systems networked together will
allow for more complete service to users.
Willemssen and Fleming have also begun development on the cOgO car-
sharing club. The club is modeled after a thriving venture developed
in Germany called Stattauto, meaning "instead of cars." The premise of
the club is for group ownership of cars to maximize the use of the
automobile and minimize the cost to the individual. The club will
have cars, but also trucks and vans. The group nature of the club
will encourage shared use, and be organized to maintain the
transportation needs of all the members.
Willemssen and Fleming believe the cOgO car-sharing club and iRiS
will optimize the use of automobiles and minimize the adverse effects
of cars on the environment. The programs may substantially alleviate
the financial burden of car ownership for people. Furthermore, a
sense of community and people working together can be developed, which
can have positive effects well past the realm of transportation.
For more information on cOgO, please contact Joseph Willemssen or
Paul Fleming; 55 New Montgomery, Suite 524; San Francisco, CA 94105;
Phone (415) 777-COGO; Fax (415) 896-COGO; Email jwillems @ well.com
Europe Organizes to Promote Green Urban Transport
The European Federation for Transport and Environment (T&E), a
coalition that campaigns throughout Europe for an environmentally
responsible approach to transport, has collected European examples of
good environmental practices in urban transportation policy. The T&E
is an umbrella for national nongovernmental organizations working on
transport and the environment. At present the T&E has 25 member
organizations in 15 countries. The members include public transport
user's groups, environmental organizations, and the European
environmental transport associations.
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NEWS Briefs
The report Green Urban Transport: A Survey examines the various
challenges facing urban transportation systems from growing
congestion, increasing air and noise pollution, road safety,
degradation of urban landscape, and the use of space by traffic. The
survey is the first in a series of reports that will be released under
the Green Urban Transport Project.
The European Community strategies examined land use planning,
pedestrian and bicycle policy, traffic management, public
transportation policy, promoting the use of new vehicles and new
fuels, parking policy, information and goodwill policies, and road
pricing. The examples show how these strategies have contributed to
greener urban transportation systems when part of comprehensive
approaches.
Eight fact sheets were published in the fall of 1994. The fact
sheets include Land Use Planning, Road Pricing, Environmentally
Improved Buses, Cycling Policy, Pedestrian Policy, Parking Policy,
Environmentally Improved Grades of Petrol and Diesel, and Public
Transport.
To receive the fact sheets, please fax or send your name and
address to T&E, stating which subjects you are interested in to the
Secretariat: Rue de la Victoire 26, 1060 Bruxelles, Belgium - Phone
011 32 2 537 6639 - Fax 011 32 2 537 7394
Wisconsin Group Proposes Market Approaches to Clean Air and Climate
Change
The Center for Clean Air Policy was established in 1985 by then
Wisconsin Governor Tony Earl. For the past 18 months, the Center has
been facilitating the Southeast Wisconsin Dialogue on Ozone Pollution
and Global Climate Change. Participants in the Dialogue included
representatives from a broad range of interests: local elected
officials, utilities, environmental advocates, and other interested
pardes. Their results are presented in a new report, Wisconsin's
Strategy: Cleaning the Air, Protecting the Climate, Sustaining the
Economy.
Among the strategies recommended in the report are:
- An outboard engine trade-in program that will offer Wisconsin
industry a less expensive way to offset emissions from new
facilities.
- Regional trading of emission offsets with Illinois, Indiana,
Small Engine Pollution
Small engines produce big pollution. Under a new proposal,
Wisconsin state residents would be encouraged to trade such engines
for newer, less polluting ones.
- Operating a 2-stroke gasoline lawn mower engine for 1 hour emits
the same pollution as driving a new car more than 2,200 miles.
- Operating a 50 horsepower 2-stroke out-board
engine for 1 hour emits the same pollution as
driving a new car more than 8,500 miles.
Source: Center for Clean Air Policy 444 North Capitol Street;
Suite 602; Washington, DC 20001; Phone (202) 624-7709 or Fax (202)
SW 3829.
and Michigan to reduce the costs of compliance and develop a market
for pollution prevention.
- Land use policies to reduce unnecessary vehicle trips and to
encourage environmentally sound future development.
- Stricter federal vehicle emission standards and other national
measures to reduce pollution from outside the region.
- Coordination of ozone control policies and efforts to reduce
greenhouse gas emissions.
Phase Two of the Dialogue effort is now beginning and will run
until June 1995. This phase will focus on defining multi-sector,
least-cost package of measures to meet greenhouse gas reduction and
stabilization targets for the region. A particular focus will be on
transportation strategies.
For more information, please contact Jeff Allen at the Center for
Clean Air Policy,, 444 North Capitol Street, Suite 602; Washington, DC
20001; Phone (202) 624-7709 or Fax (202) 508-3829.
Denver Leads the Way on Telecommuting
The City and County of Denver began the Travel Reduction Program
2000 (TRP 2000) to help businesses
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News Briefs
utilize telecommute options for their employees. The TRP 2000
workshops examine success stories of businesses such as IBM and AT&T
and how they saved money and increased employee productivity with
telecommuting.
Workshops include a mix of public and private participants. TRP
staff provide examples and strategies for implementing telecommuting
programs.
In addition to telecommuting, the TRP 2000 examines other trip
reduction tools: alternate work schedules, fleet reduction strategies,
alternate fuels, alternate modes of transportation, organizational
mobility, facilities sharing, and training for the trainer.
For further information about TRP 2000, please contact Judy Rapp-
Guadagnoli; City of Denver, Transportation Division; 200 West 14th
Ave, Room 302; Denver, CO 80202; Phone (303) 640-1108 or Fax (303)
640-2088.
Urban Growth Boundary Conference
Materials are available from the San Francisco Bay Area's Greenbelt
Alliance regional conference on urban growth boundaries (UGBs). The
conference, which was held in September, 1994, featured examples that
explored the benefits and pitfalls of urban growth boundaries from the
perspectives of local citizens and public officials. UGBs are sets of
planning tools that manage growth around urbanized areas to promote
high densities and prevent sprawl development into outlying areas.
Urban growth boundaries can be a valuable tool in making transit
service more effective and targeting development along transit-
oriented designs.
For materials, interested parties can contact the Greenbelt
Alliance Office 116 New Montgomery Street, Suite 640, San Francisco,
CA 94105; Phone (415) 543-4291 and request the Urban Growth Boundary
Conference materials.
Commuter Options in Atlanta
Commute options programs are mandatory in a number of cities like
Los Angeles, Houston, and Chicago, but the Atlanta Region has decided
to voluntarily implement a Commute Options Program. The Atlanta
Regional Commission (ARC), designated Metropolitan Planning
Organization (MPO) for the Atlanta Region, is sponsoring the program
because of its broad community benefits.
ARC Director Harry West explains, "It's important for people to
realize that the Commute Options Program will benefit businesses
throughout the Region, not simply those located downtown. Some of our
largest traffic challenges lie in the suburb-to-suburb commute."
ARC Director of Economic Development, Dave Gladney, added, "A
successful, coordinated, and efficient plan to move commuters around
our Region will be a very attractive development recruitment tool.
Employers view commute options programs as an important benefit to
offer their employees. Now the Atlanta Regional Commission will be
able to help companies meet this need."
ARC commute options account executives will meet with employers,
beginning in January, to help design individual programs. They will
examine transportation habits and preferences, accessibility to public
transit, parking availability, and cost to best customize programs for
individual companies.
Commute options programs around the country have demonstrated
benefits for both the employer and the employee. Employees enjoy
reduced commuting costs, less wear and tear on their personal
vehicles, and less travel stress. Employers enjoy increased
productivity from employees, reduced tardiness, and lower parking
demand.
Of course, incentives to use these programs have been helpful in
convincing people to change their travel choices. Some of these have
included preferred parking for carpools and vanpools, gear for walkers
and bikers, company owned bikes, shower and locker facilities,
discounts on vehicle maintenance, and gift certificates at local mer-
chants.
For more information on the Atlanta Region's Commute Options Plan,
please contact Deryl Belser Phone (404) 364-2547 or Lynn Martino Phone
(404) 3644224; Atlanta Regional Commission; 200 Northcreek, Suite 300,
3715 Northside Parkway; Atlanta, GA 30327-2809.
Transportation and Land Use in the Heartland
Land use and transportation- a topic with a bias for the East and
West Coast metropolises? Not anymore. The University of Minnesota
Center for Transportation Studies (CTS) North Dakota Technology
Transfer Center, and the
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NEWS
Briefs
Fargo-Moorhead Metropolitan Council of Governments sponsored a
symposium titled Transportation and Land Use. The symposium was held
in November in Fargo, North Dakota. Four case studies were presented
that addressed land use concerns in the northern plains states. The
areas explored were engineering, land use/urban design, transit, and
private development.
For copies of the symposium proceedings please contact Laurie
McGinnis; CTS; 200 Transportation and Safety Building; 511 Washington
Avenue S.E.; Minneapolis, MN 55455-0220; Phone (612) 626-1077, Fax
(612) 625-6381.
Windy City Winds Blowing a Little Cleaner
Chicago is preparing a battery of initiatives to deal with air
quality through transportation measures. This process has been
accelerated by the designation of Chicago as a "Clean City."
The Clean Cities program is an initiative of the U.S. Department of
Energy designed to accelerate and expand the use of alternative fuels.
This past summer, Chicago, Illinois, joined a list of nine other
municipalities participating in the program. Chicago Mayor Richard
Daley signed a memorandum of understanding with U.S. Energy Secretary
Hazel O'Leary to implement a plan to introduce clean-fuel vehicles
into area fleets, build the supporting infrastructure, and educate the
public about the attributes of clean fuels. Chicago will also
implement the use of clean, oxygenated, and reformulated fuels. The
Clean Cities program does not specify a particular mix of fuels, thus
Chicago will also conduct a field test to determine which fuels are
most successful for the region. Chicago is also in the process of
developing land use, ride sharing, and transit improvements all
designed to help make Chicago air cleaner.
For more information please contact Deborah Boldt, Director, Mobile
Source Programs; City of Chicago Department of Environment, 320 North
Clark Street, Room 60OA; Chicago, IL 60610, Phone (312) 744-8692; Fax
(312) 744-6451.
Do you have some news?
Please submit press releases to the Editor; Mobility
Partners Access; 1400 16th Street, NW; Suite 300;
Washington, DC 20036, Phone (202) 939-3470, Fax
(202) 939-3475; Email stpp@igc.apc.org
Order Now!
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Case Study
Transit-Oriented
Communities
by
Laura Olsen
Surface Transportation
Policy Project
Mobility Partners presents the case study Transit-Oriented
Communities. A look at three community based initiatives to develop
transit, bicycle, and pedestrian friendly communities. The case study
focuses on the San Francisco Bayview Hunters Point, Chicago Westside
Greenline, and the Oakland Fruitvale communities.
Please contact us if you would like to receive a copy of Transit-
Oriented Communities. Mobility Partners case studies are available
free of charge.
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Let's
GO Boulder!
Boulder, Colorado has a program to help businesses promote the use
of alternative modes of transportation among their employees.
The City of Boulder, to help commuters adopt alternative modes of
transportation, founded the Alternative Transportation Center. The
Center was established in 1989 by the Boulder City Council. Denver is
a carbon monoxide nonattainment area and is required to show a 15%
reduction in single occupancy vehicles traveling in Boulder by 2010,
as mandated in the Boulder Transportation Master Plan revised in 1989.
The center was created to develop strategies to achieve this goal.
GO Boulder (for Great Options in Transportation) was built on the
work of the Alternative Transportation Center. The program was
dedicated in 1991 to emphasize the idea of moving people not only
physically through the city but also toward a new understanding of
transportation planning and community development. The program has a
full time staff that specializes in all facets of alternative
transportation from transit to ride sharing and bicycling. Companies
designate point people known as transportation coordinators who are
tasked with promoting alternate modes of transportation among the
employees. The GO Boulder staff works with companies and their
designated employee transportation coordinators to develop, implement,
and maintain programs to encourage transportation alternatives.
GO Boulder provides employee transportation coordinators with
support materials, monthly information meetings, and training
sessions. The emphasis of the material demonstrates the multiple
benefits of choosing alternative transportation. These benefits may
include interaction with co-workers, health benefits, material
incentives, or simply the satisfaction of knowing that these actions
are benefiting the entire region due to less pollution.
GO Boulder has been successful because of methods of organizing and
involvement. The program focuses on the people that make all of these
programs work. The information is designed to be interesting and
motivational. The subject of helping the environment is not treated
in a technical manner, but how it affects people's lives.
GO Boulder staff also produces its own newsletter that has a
national mailing list called the Alternative Transportation Newsletter
It provides useful information and updates relating to GO Boulder
initiatives. The Newsletter also includes input from program
participants regarding their experiences with the program. This edi-
torial touch makes the publication very personable and quite
interesting. It shows how real people are actively and happily
utilizing a variety of different transportation options.
continued page 17
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What is
Transit-Oriented
Design?
by
Laura Olsen
Given the proper density of people, transit can be a highly effi-
cient means of transportation that serves both land and air quality.
Sprawl development works against transit by spreading out people and
destinations over great distances. Well planned community design can
support transit services through in-fill development and integrating
the community around transit facilities. The viability of transit use
through transit-oriented design can eliminate automobile trips and
provide access for all members of society.
"Transit-Oriented Design (TOD) is a general description implying
higher density land uses and activities ... designed and located to
encourage ridership on public transit," according to Kimberly Fisher
of the Urban Land Institute. Transit-oriented design projects attempt
to attract people to the transit system by creating an atmosphere that
is safe, convenient and easily accessible by foot, bicycle, or
alternative transit mode. If people can safely walk to the transit
stop and bank, buy groceries, and return library books on their way
home from the station, they are more likely to use the transit system.
It is essential to integrate the transit station into the other
activities of the community in order to maximize most effectively the
benefits of the transit investment and to maximize ridership.
Transitoriented design projects can:
- Improve air quality and reduce greenhouse gas emissions by
reducing the number of vehicle trips. If the design of the area
surrounding a transit station promotes bicycling and walking,
more people will use transit and
Click HERE for graphic.
Laura Olsen is the Grassroots Coordinator
for the Surface Transportation Policy Project.
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Transit Design
Click HERE for graphic.
alternative modes for their travel needs;
- Promote economic development by attracting consumers,
businesses, and social services to the area surrounding the
transit station;
- Increase housing options by encouraging mixed-use development,
which incorporates commercial, social service, and residential
structures.
The city of Portland, Oregon described the potential for transit-
oriented development in their citizen's workbook for the Annual
Regional Rail Summit as follows:
"Painting the vision, a transit station may have abundant uses,
including jobs, housing, retail, restaurants, daycare centers,
services, athletic facilities, pedestrian plazas with fountains and
furniture, bicycle parking and lockers, news stands and, of course,
tall double skinny lattes. Whatever is offered around the transit
station, access to the light rail is an easy walk, bus ride or
bicycle trip from people's single family neighborhood or just a
simple walk across the street from a mixed-use building next to the
station. Many activities are underway to encourage transit
stations to become more than just a place to park the car."
The Community Initiative
The three communities highlighted in the following case studies on
community initiatives of transit-oriented development are similar to
many other inner-city communities across the country. All three show
that transit and pedestrian-oriented design retrofits can work in
existing communities, not just in new suburbs. Bayview Hunters
Point (BVHP) in San Francisco is the largest African-American
Community in the city and faces high unemployment rates. Likewise, in
many areas of the Lake Street El corridor on the west side of Chicago
over 25% of the residents are unemployed. Employers and residents
continue to flee the area because there is little indication of any
improvement in the economic situation. Chicago's west side is
predominantly African-American with a large number of female-headed
households. In the Lake-Pulaski neighborhood, almost one-third of the
population has an income below the poverty level. In the Fruitvale
district of Oakland, California, the situation is similar. Fruitvale
is a predominately low-income Latino neighborhood. All three of these
communities have several substantive problems facing them:
unemployment, crime, and inadequate access to public transportation.
The importance of the planning efforts of the BVHP, the Lake-
Pulaski, and the Fruitvale communities extends far beyond the value of
transit-oriented development. These communities have taken an
impressive initiative to redesign their own neighborhoods in order to
make their communities more livable. Each of the three case studies
represents a tremendous effort on the part of those involved to design
their communities from within instead of accepting what bureaucrats
promised them. In working with planners and architects, each
community identified and described elements that would improve the
feeling of community and economic vitality of their neighborhood.
All three of the aforementioned design plans are still in the
planning and predevelopment process. Though the
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Transit Design
redevelopment is not finished, successes are already apparent. The
process of developing a transit design empowered the communities,
providing residents with the opportunity and encouragement to become
more active in the decision making process. The communities are also
beginning to see concrete evidence of the redevelopment process. The
west side of Chicago witnessed the retention of their rapid transit
line and a $300,000,000 investment in the rehabilitation of the line.
A Fruitvale health clinic, La Clinica de la Raza, has received a grant
to expand its facilities in the new pedestrian plaza area adjacent to
the transit station as well as a $470,000 design grant from the US
DOT. And, the community transit system alternative put forth by the
BVHP community is entering the Major Investment Analysis process with
the proposals of MUNI, the transit agency, to determine the impacts
and cost-effectiveness of the plans.
Even though the transit redevelopment projects have not yet been
fully realized, it is important to recognize their current and future
impact on the health and livability of each community. The
significance of three inner-city neighborhoods focusing their
resources to design community-specific redevelopment plans cannot be
underestimated. Each plan will increase transit ridership and
employment opportunities, attract social service facilities and retail
businesses, and make the community a more pleasant place to work and
live. Michael Bernick of the Bay Area Rapid Transit (BART) Board of
Directors stated, "the transit village idea has been tried before but
it always faltered because the residents did not support it. (In
Fruitvale) ... they did it right, they started with the residents."
Recognition of the efforts of the BVHP, Lake Street El, and
Fruitvale communities design and design processes are well deserved,
and their community design processes can serve as an example for other
communities across the country. All communities-urban, suburban, and
rural-have the ability to work together to replicate these results.
The Intermodal Surface Transportation Efficiency Act (ISTEA) provides
many tools and available funds for efforts such as transit-oriented
development. ISTEA also mandates effective public participation in
the decision making process, which is exemplified in the community
planning of all three neighborhoods. In coordinating efforts,
community organizations, city and county officials, transit agencies,
planners and developers can achieve redevelopment projects which will
further the vision and needs of the community.
Click HERE for graphic.
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MPO - CEO
A Winning
Combination in Texas
The North Central Texas Council of Governments (NCTCOG), the
designated Metropolitan Planning Organization (MPO) for the 13 county
Dallas-Fort Worth Metroplex, has put together a powerful coalition of
businesses and citizens to address transportation and air quality
challenges.
Under the leadership of Transportation Director Michael Morris,
NCTCOG actively engaged a number of local business leaders in an
education and action campaign to clean the region's air.
NCTCOG realized that some of the best allies in combating air
pollution from transportation sources would be businesses. If the
Dallas-Fort Worth region fell into severe nonattainment, it would mean
very real costs for the business community.
A change in designation would increase the regulations on the
region and greatly restrict the Metroplex's ability to attract new
industry, expand current facilities and obtain federal highway funds.
Further degradation of air quality could result in the loss of federal
funds and other sanctions.
NCTCOG, in cooperation with the Fort Worth Chamber of Commerce,
Greater Dallas Chamber of Commerce, and North Texas Commission formed
the North Texas Clean Air Coalition (NTCAC) to help keep the region
from such a fate.
Over 1,000 individuals and businesses have shown their support for
improving the region's air quality by signing up to be members of the
NTCAC. More than 100 of the members are active volunteers on NTCAC
committees.
The primary focus of NTCAC is to develop a community wide campaign
to bring the Metroplex's ozone emissions into federal compliance. The
coalition began by enlisting the support of several large businesses,
transit operators, local governments, and even a school district.
A multi-faceted campaign was developed with all of the aforementioned
participants playing an active role.
The coalition has a variety of programs currently underway. The
largest program is the Ozone Alert campaign. The campaign is a
combination of an an early warning and contingency travel plans for
days when ozone levels may exceed the federal standards.
The ozone season for the Dallas-Fort Worth region typically runs
from May 15 through October 15. During this period of time
atmospheric conditions characterized by high temperatures, high
humidity, and low winds are conducive to the formation of high levels
of ozone.
To get the community involved in dealing with these days, NTCAC has
developed the Ozone Alert program. The program uses radio,
television, fax, electronic posting, and newspaper to warn people when
atmospheric conditions are right for high levels of ozone. People are
encouraged by the media to take certain measures to minimize their
contributions to ozone production in particularly on these days.
Transit is encouraged, with transit agencies offering reduced fares of
25 cents. Walking and bicycling are promoted where feasible.
Carpooling is promoted and helpful tips are provided that inform
people to refuel their cars in the evening rather than the morning.
In addition to the measures taken for ozone alert days, NTCAC is
developing ongoing education programs and media strategies.
A Clean Air Speakers Bureau of over 40 people was created to
deliver presentations to any interested civic or professional
organization or business. In addition, regional
continued page 18
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Transit-Oriented
Design
Planning for Communities
Serving Regions
Transit-oriented communities are characterized by design and
development patterns that are conducive to the use of transit,
bicycling, and walking to access opportunities-shopping, business
centers, services, housing, and others. There are two basic
directions that transit oriented development projects can take--
community serving or regional serving. The three transit oriented
design case studies featured this quarter by Mobility Partners
(please see page 10) focus on serving the immediate community.
The two case studies from California and the one from Illinois
depict projects that were developed by the community in bottoms-up
processes. Community residents developed infrastructure that would
serve the immediate community and not the surrounding region.
Click HERE for graphic.
continued page 18
14 MOBILITY PARTNERS
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The Columbus
Alternative Transportation
System
The Chattahoochee Riverwalk
Columbus, Georgia
by
Peggy Theus
Columbus, Georgia has made the development of a comprehensive
alternate transportation system a top priority. The Department of
Community and Economic Development, the designated Metropolitan
Planning Organization (MPO) for the Columbus region, with the Chamber
of Commerce, citizens, and other members of the community has
developed the Alternate Transportation System Plan, which identifies
primary transportation corridors and examines quality of life issues,
including effective mobility issues, for the neighborhoods the
corridors serve. The corridors will be multiuse transportation
corridors that will provide the users with safe transportation
alternatives, improved quality of life for all citizens by
Click HERE for graphic.
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River Walk
Click HERE for graphic.
improving access for all citizens, open space preservation, and access
to major community focal points.
The plan focuses on development that is not dependent on motor
vehicles. Through designs that cater to the needs of bicyclists and
pedestrians, the corridors in the plan will compel people out of their
cars and into the community. The corridors link schools, shopping
centers, housing, hotels, a government center, restaurants, and many
more facilities important to the community through a network of trails
and walkways.
The first corridor slated for improvements was one that runs along
the banks of the Chattahoochee River. This corridor connected the
central business district with downtown. The Columbus downtown had
once been a vibrant place with many attractions and businesses.
Recently, however, it had fallen into disuse as development was moving
away from downtown and into the suburban areas. Part of the corridor
plan was to revitalize the downtown and bring back the activity that
was prevalent years ago.
Perhaps one of the greatest challenges was to preserve the
tranquillity of the area along the river by keeping traffic out, but
provide enough access to facilities to encourage people in. The
corridor project implemented a combination of measures such as bicycle
and pedestrian facilities, a trolley system, zoning ordinances, and
parking restrictions to facilitate transportation by means other than
motor vehicles.
A volunteer committee of business, governmental, and professional
people began meeting at the Chamber of Commerce in February 1989 to
discuss the potential
development of the Columbus riverfront. This committee recognized
that a scenic riverfront with public spaces, restaurants, office,
retail, and residential space would enhance Columbus' marketability
and livability. Furthermore, access to these attractions would be
based on bicycle, pedestrian, and transit modes of transportation to
reduce the amount of automobile congestion that could follow such
development.
Today the project is in its second phase and already Columbus is
benefiting from the economic prosperity and the sense of place that
the Riverwalk Corridor brings to the downtown community. Columbus is
now more prepared to host the Olympics in 1996 and to serve the needs
of the community without complete dependence on motor vehicles.
In Columbus, riverfront community development happened because many
players came on board. It was truly a public-private partnership at
work with project participants including the City of Columbus, Uptown
Columbus, Inc., Columbus Water Works, several private foundations,
Georgia Power Company, and United Cities Gas Company. It was also the
result of significant grassroots involvement in the effort.
The riverwalk has formal sections with beautiful brick pavers as
well as the more natural trails that wind
MOBILITY PARTNERS
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River Boulder
through the woods and over creeks. A ribbon of trails, 10-16 feet
wide, running for miles, provides places for people to walk, jog,
bike, and even bring a skateboard. Plans include a battery powered
trolley to run on abandoned rail lines along the river. A new Olympic
Park is being built along the riverwalk. Other parks are being
renovated and expanded. A new wildlife/wetlands Science Center called
Oxbow Meadows will be completed by summer of '95. A new marina will
enhance the southern end of the walk along with an 18 hole golf
course.
The momentum in Columbus, Georgia has spilled over across the river
to Phenix City, Alabama. Responding to Columbus' success, Phenix City
soon will start its own $3 million riverfront development that com-
plements the Columbus initiative. The Phenix City project includes a
trail with separate paths for pedestrians and bikers and a 1,500 seat
amphitheater. They plan a rehabilitation program of the Broad Street
business district that is adjacent to the amphitheater and riverwalk.
Because we are creating an economic environment not dependent on
vehicular traffic, we have provided a variety of mobility options.
Once people get close to the
area, we are encouraging pedestrian and bicycle traffic through the
addition of safe and aesthetically pleasing facilities. Through
zoning ordinances, we are focusing on people getting out of their cars
and experiencing first hand the beauty and majesty of a river. James
Bogan said it well in Walking, "You have escaped the interstate for an
inner state; one induced by the rhythms of walking."
That small group of committed volunteers back in 1989 has grown
into an army of volunteers. Some are working on developing a "new"
industry for Columbus - tourism. The retailers and restaurants that
are negotiating for space along the riverfront are causing much
excitement in Columbus. Sub-committees are planning more fitness
trails to tie in with all the development. A functional stem wheel
paddle boat will be on the river soon. The possibilities are
unending, and the citizens are up to the challenge.
For more information regarding the Alternative Transportation Plan
or the Riverwalk Project, please contact the Department of Community
and Economic Development, P.O. Box 1340; Columbus, GA 31993; Phone
(706) 571-4767, Fax (706) 571-4803.
continued from page 9
GO Boulder & The HOP
The City of Boulder has recently added to the GO Boulder arsenal of
transportation alternatives with HOP. HOP is a new shuttle service
that operates in central Boulder, accessing shopping, business,
schools, and recreation.
A community group of over 40 representatives from businesses,
citizenry, the University, hotels/motels, and others participated in a
design process for the shuttle service.
The primary objective of the shuttle demonstration project is to
provide a viable transit option for employees, students, citizens, and
visitors to get around the core of Boulder during the day. The
service encourages people to use the shuttle instead of their cars for
trips such as shopping, lunch, errands, and meetings with the ultimate
goal of encouraging people to leave their cars at home in the first
place.
The shuttle goes beyond that of other typical shuttle programs
around the country. The vehicles are smaller with 22 seats and room
for 10 standing passengers, with clean-burning propane engines. They
have an attractive appearance that invites people to use the service.
The drivers not only operate the vehicle, but are also ambassadors for
the city, being friendly and able to offer information to the riders.
There are 39 HOP stops, all marked with highly visible purple and
creme colored signs. The signs all feature the HOP logo and rabbit.
The fare is a flat 25 cents per trip, 15 cents for seniors. Regional
transit passes are also accepted.
Currently, HOP has an average of over 3000 riders per day. This
average is rising and planners are encouraged considering that the
original goal was for 2000 daily riders before the demonstration is
completed in 1996.
Staff will prepare a six month evaluation of the project in early
1995, which will examine ridership, fare collection, and on-board
survey results.
For more information please contact GO Boulder, the City of
Boulder, P.O. Box 791; Boulder, Colorado 80306; Phone (303) 441-4260;
Fax (303) 443-8196.
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MPO Design
continued from page 13
educational institutions were contacted about using a new clean air
curriculum in their schools. Videos and slide shows are utilized to
reach many different audiences.
One of the videos produced called Your Future is in the Air: An
important message to business leaders in the Metroplex features CEOs
from several of the region's top companies. This video is part of a
series of videos and is also incorporated with a slide show. The CEOs
provide an overview of the current air problems in the Metroplex as
well as federal legislation that pertains to these problems. The CEOs
then discuss what potential dangers are if the air quality problem is
not addressed immediately. The next focus is on the solutions that
are possible, in particular, employer trip reduction programs.
The message in the video tape is quite simple. Either the business
community can come together and find solutions
to the region's air quality problems, or they can wait until federal
regulations compel them to address the problem. The conclusion drawn
by the CEOs on the video tape is that it is clearly the more prudent
step to address the problem now and in the way they best see fit.
The NTCAC believes that it is imperative for all people of the
Metroplex to understand the challenge and to know how they can be part
of the solution.
For more information on NTCAC or other NCTCOG air quality programs
please contact Mike Sims, Environmental Planner, Department of
Environmental Resources; North Central Texas Council of Governments;
616 Six Flags Drive, Centerpoint Two; P.O. Box 5888, Arlington, Texas
76005-5888; Phone (817) 640-3300; Fax (817) 640-7806.
The editor would like to express thanks to Mike Simms of NCTCOG for
providing information contained in this story.
continued from page 14
Development focused on such types as local grocery stores, dry
cleaners, and pharmacies. These are places people in the community
will need. Due to the transit oriented design, they will be able to
access these places by transit, walking, or biking.
People from outside the community will probably not travel from
great distances to use these types of local services. Some transit
oriented designs can have a very different focus for development.
Some projects call for development that can serve the entire regions
with, for instance, a super shopping mail.
For an example using the Chicago case study as background, a person
living on the Northeast side of the city relies on transit and would
greatly appreciate more transit oriented design. However, this same
person is unlikely to travel across the city to buy a carton of milk
at a store on the Greenline which is located on the city's central
west side.
However, suppose the community around the station had decided to
put a new mall that would host a number of popular stores at the
Greenline Station. This mall would be a great resource for the
community, but by its nature it would also attract people from
elsewhere in the region, That person from the Northeast side who would
not travel across town for a carton of milk may well make the trip on
the Greenline for an entire shopping expedition.
People would utilize transit to use the mall, because of the ease
of using transit that the design provides. However there is a strong
possibility that this new mall will also generate more automobile
trips. People from the surrounding region will want to take advantage
of the new mall, and many will drive.
If there is strong demand for parking from people wishing to shop
at the mall, there may be proposals to build parking lots. The
addition of excessive parking defeats the purpose of transit oriented
design. The mall would act like a regional trip generator and
actually increase automobile use in the community resulting in
increased congestion and pollution.
The purposes behind most transit oriented design projects are to
serve the community and reduce reliance on the automobile. Careful
planning must accompany any transit oriented design project to ensure
that the development does not defeat the purpose of the design and act
as a trip generator.
Transit oriented design projects must take any development into
account and be able to deal with future increases in transportation
demand that may be generated.
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Transportation And Climate Change
One of the least understood, but potentially most damaging,
environmental threats facing the world today is the effect of
greenhouse gas emission on global temperatures and climate.
Amongst the various contributors of greenhouse gas emissions
worldwide, transportation related sources currently account for a
substantial percentage. In the U.S., for example, transportation
sources account for nearly a third of the emissions of carbon
dioxide (CO.2), the primary greenhouse gas. Furthermore,
transportation's share of the greenhouse inventory is growing.
While the emission rates of most other source categories are begin-
ning to stabilize, or in some cases even decline, emission rates
for transportation sources have been increasing steadily and are
projected to continue increasing over the foreseeable future.
- Keith Bartholomew, 1000 Friends of Oregon
Land Use, Transportation, and Global Warming
The above quote delivers a sobering view of transportation
responsibility for the potential of climate change. Every gallon of
oil used in motor vehicles releases about 19 pounds of carbon dioxide
directly into the atmosphere.
Controlling motor vehicle emissions can have significant effects in
reducing the threat of climate change. There are three basic elements
in dealing with the problem of motor vehicle emissions.
1. Fuel Efficiency: The more miles per gallon vehicles can achieve,
the less greenhouse gas emissions we will have. In 1975, the
Corporate Average Fuel Economy (CAFE) standards for automobiles were
passed. CAFE required that new car models average 27.5 miles per gal-
lon and light trucks average 20.6 miles per gallon. CAFE is an
average, which means that some new cars fail to meet the standards,
while others surpass the standards. Today, more technologies are
available that could make vehicles even more fuel efficient by further
improving engine efficiency and mechanical design.
A variety of fuels such as methanol, compressed natural gas,
electricity, or liquefied natural gas can be used in automobiles as a
substitute for fossil fuels. These `clean' fueled vehicles have lower
emissions levels than vehicles that burn fossil fuels, and thus
emission reductions can be gained without decreasing vehicle use.
2. Vehicle Technology: New and existing technologies can make
automobiles less polluting. Thanks to the 1992 passage of the
California Low Emission Vehicle Program (LEV), the development of a
viable electric automobile in the United States within the next five
years is virtually assured. Under the LEV program, most new cars must
be low-emission by 1999, including a
small but increasing percentage of cars that must be "zero-emission,"
that is, non-polluting. By 2003, 10 percent of all new vehicles under
3750 pounds in California must be zero emission vehicles (ZEVs).
Industry experts say that the only vehicles capable of meeting these
standards will be electric or solar-powered. The federal government
recognizes the LEV program in the Clean Air Act Amendments of 1990,
giving states with air quality problems the option of adopting federal
emissions standards or the stricter California standards. The
electric vehicle (EV) prototype operates on a battery, which must be
recharged after about 100 miles of driving. Most existing EV
batteries take hours to recharge. Work has begun to solve the problem
of short battery life by developing hybrid vehicles (HVs)-EVs with
small combustion motors as backups.
3. Making Transportation More Efficient: An efficient transportation
system has many options for access to destinations and does not rely
solely on the automobile. Transit services, infrastructure, and
community designs that support transit, parking policies, tax policies
like parking cash out, pricing measures, telecommuting, bicycling, and
walking should all be part of a balanced and well managed
transportation system. We can manage transportation demand through
comprehensive planning with a range of options to provide access. If
we design a community where housing is near transit stations and
shopping facilities are within walking distance, we have a community
where the access that transportation provides can be accomplished
without an automobile.
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Mobility Partners
Recognition Program
A job well done deserves recognition. A job that has potential to
serve as a model for others in similar circumstances deserves to be
promoted.
Mobility Partners wants to recognize those agencies, organizations,
firms, and individuals who have demonstrated both a vision and
practical accomplishment in environmentally sensitive transportation
initiatives.
The Mobility Partners Recognition Program eligibility will be as
follows:
- A new or existing initiative that deals with transportation
system efficiency in an environmentally sensitive manner.
- the recipient of the recognition can be a government agency,
public organization, firm, individual, or any other recognizable
entity.
- the initiative should be progressive and applicable to other
situations to serve as a model for others.
Once Mobility Partners recognizes an entity, the following
happens:
- A case study about the initiative is developed to serve as a
resource to others wishing to emulate the initiative.
- Mobility Partners presents the entity with an award for their
achievement. The presentation of the award will take place at
an appropriate local function that can be attended by all
involved (i.e. board meeting, council meeting, public meeting,
annual dinner, etc.).
The selection of entities for recognition will be made by the staff
and directors of the Mobility Partners Program on an ongoing basis.
If you are part of or aware of an entity deserving of recognition,
we would greatly appreciate your bringing it to our attention.
Please make nominations for the Mobility Partners Recognition
Program in the form of a one page description of the entity. The
entity can be an individual, organization, project, or program. The
nomination should include the merits that make the entity worthy of
recognition and an explanation of how this recognition could be useful
to others in similar situations. Contact people, with full phone,
fax, and address information should also be provided.
Mobility Partners will review and respond to all nominations.
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1400 SIXTEENTH STREET, NORTHWEST
SUITE THREE HUNDRED
WASHINGTON, DC 20036
PHONE: 202.939.3470
FAX: 202.939.3475
EMAIL: stpp@igc.apc.org
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