Before & After - 25 of New York City's Most Transformative Road Diets
With little more than paint, planters, and a few well-placed boulders, New York City's previous mayor, Michael Bloomberg, and his team of transportation planners transformed city streets around the city. Whether it's at Brooklyn's Grand Army Plaza, or at Snohetta's redesigned Times Square, these road diets shaved off excess space previously turned over to cars and returned it to the pedestrian realm in dramatic fashion as these before-and-after views demonstrate.

BRT: Cities get on Board With Better, Reliable Transportation
With Millennials leading America’s historic decline in driving, cities are exploring ways to attract young professionals through reliable mass transit. Read this article where Benjamin de la Pena and Nicholas Turner argue that Bus Rapid Transit is the optimal solution.

From Peak car to Peak Parking
Fewer cars on the road, less driving, why not fewer parking spots? Cities like D.C., L.A., Denver, Philadelphia are responding by reducing or eliminating parking minimums, while Portland, which had already eliminated them, are bringing them back. Visit the Planetizen website to read the article.

Tools for Estimating Vehicle Miles Traveled Reductions From Built Environment Changes
The transport sector accounts for nearly half the greenhouse gas (GHG) emissions in Washington state. Addressing transport sector GHG emissions is a priority for mitigating the impact of climate change and achieving environmental sustainability. Read this article (PDF)

Mixed-income Housing Near Transit
Providing for a mix of all incomes is good but providing for a mix of incomes in walkable neighborhoods near transit is even better because it lowers transportation costs, has the potential to reduce driving and greenhouse gas emissions, and to address the growing gap between rich and poor. This report (PDF) addresses a growing consensus that communities that provide housing for a mix of incomes produce better economic, social and environmental outcomes for all residents.

A Guide to Land use & Public Transportation Volume 2: Applying the Concepts
The Snohomish County Transportation Authority discusses the 3 phases of commercial strip area redesign. This report (PDF) follows the 15 year redesign strategy into three 5 year increments. The first 5 years focuses on improvements to sidewalk and street infrastructure. The second 5 years focuses on improved corner development, arterial street connectivity and consolidated driveways. The third 5 years focuses on new developments, mixed uses, underground parking and connecting walkways.

Transportation Efficient Development
Transportation Efficient Development is development that supports alternative travel modes and reduces the need to drive alone. Learn more about tools being used by local governments to encourage transportation efficient development:
Our Built & Natural Environments
This report (PDF) provides information that can help state and local governments decide how to accommodate expected population growth within their borders in the most environmentally responsible manner. Different parts of the country face different challenges and opportunities based on the availability of fresh water, the mix of fossil fuel and renewable energy sources, and their vulnerability to natural disasters, among other issues. Whether or to what extent growth should occur in a particular region is beyond the scope of this document.

Land use Impacts on Transport
The Land use Impacts on Transport report (PDF) examines how various land use factors such as density, regional accessibility, mix and roadway connectivity affect travel behavior, including per capita vehicle travel, mode split and nonmotorized travel. This information is useful for evaluating the ability of smart growth, new urbanism and access management land use policies to achieve planning objectives such as consumer savings, energy conservation and emission reductions.

Why & how to Reduce the Amount of Land Paved for Roads & Parking Facilities
This article (PDF) provides an estimate of the amount of land that is paved for roads and parking facilities in typical urban areas, examines the full economic, social and environmental costs of this impervious surface, and discusses the amount of road and parking land area that can be considered optimal. The analysis indicates that, in a typical urban area, about 3 times as much land is devoted to roads and parking as to residential structures, and that per-capita road and parking facility areas vary significantly, depending on planning practices, with much higher rates in areas that have automobile-oriented transport systems and sprawled land use. It identifies current policies and planning practices that unintentionally contribute to economically excessive road and parking requirements, and provides specific recommendations for reducing the amount of land paved for transport facilities.