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While less well known to the average American than other federal affordable housing programs such as public housing, the Low-Income Housing Tax Credit Program (LIHTC) is the largest federal program for the production and preservation of affordable housing. Over the past 25 years it has financed the new construction or rehabilitation of more than 2.2 million affordable units, which represents more than enough units to house the population of Colorado. It also, in 2010, accounted for half of all multifamily housing production. Despite its importance, policymakers know little about the tenants the LIHTC program serves, or about the program’s effects on individuals and communities.

Increasingly, local governments are trying to meet the parking needs of their residents and visitors more efficiently, and in ways that are more consistent with broader sustainability, transportation, and land use goals. Concerns about traffic congestion, housing affordability, and anticipated population growth have even prompted some policy analysts and policymakers to reexamine the well-entrenched practice of mandating a minimum number of parking spaces that developers must include in residential developments

The concentration of economic activities in urban areas yields efficiency gains due to agglomeration economies. Matthew Drennan and Charles Brecher measure whether public transportation service can add to these benefits and make urban areas more productive.

The twenty-first century is emerging as the century of the "super-commuter," a person who works in the central county of a given metropolitan area, but lives beyond the boundaries of that metropolitan area, commuting long distance by air, rail, car, bus, or a combination of modes. The super-commuter typically travels once or twice weekly for work, and is a rapidly growing part of our workforce. The changing structure of the workplace, advances in telecommunications, and the global pattern of economic life have made the super-commuter a new force in transportation.

Many workers are not required to appear in one office five days a week; they conduct work from home, remote locations, and even while driving or flying. The international growth of broadband internet access, the development of home-based computer systems that rival those of the workplace, and the rise of mobile communications systems have contributed to the emergence of the super-commuter in the United States. Super-commuters are well-positioned to take advantage of higher salaries in one region and lower housing costs in another.

Many workers are not expected to physically appear in a single office at all: the global economy has made it possible for highly-skilled workers to be employed on a strictly virtual basis, acquiring clients anywhere and communicating via email, phone and video conference. Furthermore, the global economy has rendered the clock irrelevant, making it possible for people to work, virtually, in a different time zone than the one in which they live. Simply put, the workplace is no longer fixed in one location, but rather where the worker is situated. As a result, city labor sheds (where workers live) have expanded over the past decade to encompass not just a city's exurbs, but also distant, non-local metropolitan regions, resulting in greater economic integration between cities situated hundreds of miles apart.

NYU's Rudin Center has found that super-commuting is a growing trend in major United States regions, with growth in eight of the ten largest metropolitan areas.

We cannot understand Manhattan in the 21st century by relying on conventional measures of urban activity. Simply put, Manhattan consists of much more than its residential population and daily workforce. This island, measuring just 22.96 square miles, serves approximately 4 million people on a typical weekday, 2.9 million on a weekend day, and a weekday night population of 2.05 million. Manhattan, with a residential population of 1.6 million more than doubles its daytime population as a result of the complex network of tunnels, bridges, railroad lines, subways, commuter rail, ferry systems, bicycle lanes, and pedestrian walkways that link Manhattan to the surrounding counties, cities and towns.

This transportation infrastructure, largely built during the twentieth century, is operated by the City of New York, Metropolitan Transportation Authority, and Port Authority of New York & New Jersey. The infrastructure network generates a constant flow of people who are responsible for Manhattan's emergence as a world capital for finance, media, fashion, and the arts.

The residential population count does not include the 1.6 million commuters who enter Manhattan every weekday, or the hundreds of thousands of visitors who use Manhattan's tourist attractions, hospitals, universities, and nightclubs. This report analyzes the volume of people flowing in and out of Manhattan during a 24-hour period; we provide an upper estimate of the actual number of people in Manhattan during a typical work day.

Between 2010 and 2050, the number of people living in the world’s urban areas is expected to grow by 80 percent – from 3.5 billion to 6.3 billion. This growth will pose great challenges for urban mobility – for the networks of transportation facilities and services that maintain the flow of people and commerce into, out of and within the world’s cities.

Addressing the challenge of urban mobility is essential – for maintaining cities’ historic role as the world’s principal sources of innovation and economic growth, for improving the quality of life in urban areas and for mitigating the impact of climate change. It will require creative applications of new technologies, changes in the way transportation services are organized and delivered, and innovations in urban planning and design.

This report examines several aspects of the challenge of urban mobility in the twenty-first century – the growth of the world’s urban population, and changes in the characteristics of that population; emerging patterns of urban mobility; and changes in technology design and connectivity.

Manhattan, a global center of  finance, culture, fashion and media, harnesses a workforce of 2 million people. Regionally, Manhattan is the business hub for the New York metropolitan area, with commuters entering the city every morning from the other four boroughs,  suburban counties in New Jersey, the Hudson Valley, western Connecticut, and Long Island, and distant locations, such as eastern Pennsylvania. The workforce of Manhattan is both growing and changing. There is a growing set of high-income, service-related occupations, and an increasing number of workers are residing in the outer boroughs or to the west, across the Hudson River in New Jersey. In fact, Manhattan now has 59,000 “super-commuters” who do not live within the metropolitan region. This report examines key trends in the residential location of Manhattan workers and will also discuss the travel, occupation, and income characteristics of Manhattan workers living in the surrounding metropolitan region. Finally, we explore the strength, resilience and vitality of Manhattan as a global economic and cultural hub in the 21^st century.

Effective means of transport are critical under both normal and extreme conditions, but modern transport systems are subject to many diverse demands. This path-breaking book uniquely draws together the typically conflicting arenas of transport, the environment and security, and provides collective solutions to their respective issues and challenges.

From a primarily urban perspective, the author illustrates that the fields of transportation, environment (with an emphasis on climate change) and security (for both natural hazards and terrorism) and their interconnections remain robust areas for policy and planning. Synthesizing existing data, new analyses, and a rich set of case studies, the book uses transportation networks as a framework to explore transportation in conjunction with environment, security, and interdependencies with other infrastructure sectors. The US rail transit system, ecological corridors, cyber security, planning mechanisms and the effectiveness of technologies are among the topics explored in detail. Case studies of severe and potential impacts of natural hazards, accidents, and security breaches on transportation are presented. These cases support the analyses of the forces on transportation, land use and patterns of population change that connect, disconnect and reconnect people from their environment and security.

The book will prove a fascinating and insightful read for academics, students, and practitioners across a wide range of fields including: transport, environmental economics, environmental management, urban planning, public policy, and terrorism and security.

While current rates of sea level rise and associated coastal flooding in the New York City region appear to be manageable by stakeholders responsible for communications, energy, transportation, and water infrastructure, projections for sea level rise and associated flooding in the future, especially those associated with rapid icemelt of the Greenland and West Antarctic Icesheets, may be outside the range of current capacity because extreme events might cause flooding beyond today's planning and preparedness regimes. This paper describes the comprehensive process, approach, and tools for adaptation developed by the New York City Panel on Climate Change (NPCC) in conjunction with the region's stakeholders who manage its critical infrastructure, much of which lies near the coast. It presents the adaptation framework and the sea-level rise and storm projections related to coastal risks developed through the stakeholder process. Climate change adaptation planning in New York City is characterized by a multi-jurisdictional stakeholder-scientist process, state-of-the-art scientific projections and mapping, and development of adaptation strategies based on a risk-management approach.

This paper investigates the impact of schematic transit maps on passengers' travel decisions. It does two things: First, it proposes an analysis framework that defines four types of information delivered from a transit map: distortion, restoration, codification, and cognition. It then considers the potential impact of this information on three types of travel decisions: location, mode, and path choices.1 Second, it conducts an empirical analysis to explore the impact of the famous London tube map on passengers' path choice in the London Underground (LUL). Using data collected by LUL from 1998 to 2005, the paper develops a path choice model and compares the influence between the distorted tube map (map distance) and reality (travel time) on passengers' path choice behavior. Results show that the elasticity of the map distance is twice that of the travel time, which suggests that passengers often trust the tube map more than their own travel experience on deciding the ‘‘best'' travel path. This is true even for the most experienced passengers using the system. The codification of transfer connections on the tube map, either as a simple dot or as an extended link, could affect passengers' transfer decisions. The implications to transit operation and planning, such as trip assignments, overcrowding mitigation, and the deployment of Advanced Transit Information System (ATIS), are also discussed.

Few studies have adequately assessed the cost of transfers in public transport systems, or provided useful guidance on transfer improvements, such as where to invest (which facility), how to invest (which aspect), and how much to invest (quantitative justification of the investment). This paper proposes a new method based on path choice,3 taking into account both the operator's service supply and the customers' subjective perceptions to assess transfer cost and to identify ways to reduce it. This method evaluates different transfer components (e.g., transfer walking, waiting, and penalty) with distinct policy solutions and differentiates between transfer stations and movements.

The method is applied to one of the largest and most complex public transport systems in the world, the London Underground (LUL), with a focus on 17 major transfer stations and 303 transfer movements. This study confirms that transfers pose a significant cost to LUL, and that cost is distributed unevenly across stations and across platforms at a station.

Transfer stations are perceived very differently by passengers in terms of their overall cost and composition. The case study suggests that a better understanding of transfer behavior and improvements to the transfer experience could significantly benefit public transport systems.

Congestion pricing and land use planning have been proposed as two promising strategies to reduce the externalities associated with driving, including traffic congestion, air pollution, and greenhouse gas emissions. However, they are often viewed by their proponents as substitutive instead of complementary to each other. Using data from a pilot mileage fee program run in Portland, OR, we explored whether congestion pricing and land use planning were mutually supportive in terms of vehicle miles traveled (VMT) reduction. We examined whether effective land use planning could reinforce the benefit of congestion pricing, and whether congestion pricing could strengthen the role of land use planning in encouraging travelers to reduce driving.

VMT data were collected over 10 months from 130 households, which were divided into two groups: those who paid a mileage charge with rates that varied by congestion level (i.e., congestion pricing) and those who paid a mileage charge with a flat structure. Using regression models to compare the two groups, we tested the effect of congestion pricing on VMT reduction across different land use patterns, and the effect of land use on VMT reduction with and without congestion pricing. With congestion pricing, the VMT reduction is greater in traditional (dense and mixed-use) neighborhoods than in suburban (single use, low-density) neighborhoods, probably because of the availability of travel alternatives in the former. Under the same land use pattern, land use attributes explain more variance of household VMT when congestion pricing is implemented, suggesting that this form of mileage fee could make land use planning a more effective mechanism to reduce VMT. In summary, land use planning and congestion pricing appear to be mutually supportive.

For policymakers considering mileage pricing, land use planning affects not only the economic viability but also the political feasibility of a pricing scheme. For urban planners, congestion pricing provides both opportunities and challenges to crafting land use policies that will reduce VMT. For example, a pricing zone that overlaps with dense, mixed-use and transit-accessible development, can reinforce the benefits of these development patterns and encourage greater behavioral changes.

Public and private decision-makers continue to seek risk-based approaches to allocate funds to help communities respond to disasters, accidents, and terrorist attacks involving critical infrastructure facilities. The requirements for emergency response capability depend both upon risks within a region's jurisdiction and mutual aid agreements that have been made with other regions. In general, regions in close proximity to infrastructure would benefit more from resources to improve preparedness because there is a greater potential for an event requiring emergency response to occur if there are more facilities at which such events could occur. Thus, a potentially important input into decisions about allocating funds for security is the proximity of a community to high concentrations of infrastructure systems that potentially could be at risk to an industrial accident, natural disaster, or terrorist attack. In this paper, we describe a methodology for measuring a region's exposure to infrastructure-related risks that captures both a community's concentration of facilities or sites considered to be vulnerable and of the proximity of these facilities to surrounding infrastructure systems. These measures are based on smoothing-based nonparametric probability density estimators, which are then used to estimate the probability of the entire infrastructure occurring within any specified distance of facilities in a county. The set of facilities used in the paper to illustrate the use of this methodology consists of facilities identified as vulnerable through the California Buffer Zone Protection Program. For infrastructure in surrounding areas we use dams judged to be high hazards, and BART tracks. The results show that the methodology provides information about patterns of critical infrastructure in regions that is relevant for decisions about how to allocate terrorism security and emergency preparedness resources.

Strong property tax growth and proactive policies - including beginning the recession with a substantial surplus of $5.3 billion (9 percent of revenues) - offset a severe contraction in income tax receipts, protecting the City's budget such that it never contracted in absolute terms during or immediately following the Great Recession. Policymakers increased property and sales tax rates, utilized fund balances, cut agency budgets repeatedly, and re-appropriated retiree health benefits in response to the fiscal challenges brought about by the Great Recession. Whether one attributes it to compliance with a strong, state-mandated, balanced budget rule or adept leadership, New York City certainly appears to be dealing effectively with the Great Recession's impact on its budget. However, City leaders have asked lower income residents to bear a substantial portion of the burden by favoring more regressive tax policies and by cutting the social service agency's budget substantially. With forecast budget gaps of $3 billion and $4 billion in FY 2012 and FY 2013, the long-term impact of the Great Recession on New York City's budget remains an open question.

Transportation planners, policymakers, urban designers, and activists have expended considerable effort over the past few decades promoting walking as one of several alternatives to driving.  More recently, the public health benefit of a physically active population, including a population that walks more often, has become another reason to encourage walking.  Amongst all of this excitement about walking, there has so far been little exploration of the role walking plays in people’s lives and cities’ welfare.  One little understood aspect of walking is its appeal beyond simple “derived demand” travel choice frameworks.  Though we might intuitively know that people walk for more than just to get from A to B, there’s been little to explain what people gain from walking beyond its potential health benefit.  An investigation of pedestrian behavior using the 2009 National Household Travel Survey suggests that the reasons that people choose to walk vary considerably across place and class, and that walking in urban areas may best be explained by a dual conceptualization of walking as the mode of last resort and a highly-prized urban amenity.  This seemingly self-contradictory dual role suggests that policies that want to encourage walking across a broad swath of the population will need to overcome barriers rooted in everyday lifestyles just as much as in the quality of the built environment.

Italians have engaged in the tradition of the “passeggiata” for centuries. In villages and neighborhoods, residents come out each evening to stroll. On these strolls, they see and are seen, and they exchange pleasantries, gossip, and news. Today, however, a new, decentralized kind of passeggiata may be arising, thanks to high levels of mobility and the unprecedented availability of location-based information through mobile devices and other information technologies (IT).

As social networking accelerates, and individuals share ever more information with their community, the inclusion of location in that mix will facilitate a decentralized passeggiata where community members continually meet up across the city to reinforce the ties initially made through social networking. This travel will take advantage of the relatively high levels of mobility, whether by car or transit, available to many city dwellers. This research reviews the literature of several disciplines into order to understand information technologies’ potential effect on travel behavior. The review suggests that such technologies may encourage an increase in social travel, or at least a change in social travel patterns. A 2007 Chicago-area travel survey is used to test the hypothesis that availability of information technologies would result in an increase in non-work, social trips to places beyond what would normally be considered an individual’s “home range.”Results, while preliminary, do indicate a positive relationship between a particular type of information technology, the cellphone, and social travel across longer distances, and to neighborhoods on the edge of urban core. Further, the use of cellphones appears to have a particular effect on the location of walk trips, facilitating pedestrian social and recreational activities a long way from home.

The influence of social networking platforms and location information on activity and travel behavior represents a further evolution in the structure of cities and their role in people’s lives, facilitating ever more complex and flexible patterns of activity through the urban milieu. Expanded social travel presents planners with opportunities to energize less-known and potentially neglected parts of a region, as well as the challenges of sustainably providing access between all parts of that region.

This report demonstrates that New York City has successfully achieved almost all of the key elements in the NYC2012 Olympic Plan, despite the fact that it was not chosen to host the 2012 Games. For New York City, planning for the 2012 Olympics provided the framework to shape the future of the city, through new mass transit, rezoning, and investment in parks, recreational facilities, and housing throughout the city. Long neglected and underused industrial areas have been transformed as a result of the NYC2012 Plan, including the far west side of Manhattan, which will soon be linked to the rest of the city through an extension of the #7 subway line. This report describes how many projects, long the subject of public discussion and civic debate, were able to be carried out as a result of the NYC2012 Olympic Plan.

This study examines the role of mobile communications in urban transportation systems and analyzes American metropolitan regions best positioned to capitalize on the growth of mobile technologies. This paper identifies three critical factors—data accessibility, mobile network strength, and mobile tech user/developer demographics—and uses data from several public resources in an analysis of major Metropolitan Statistical Areas (MSAs). The authors explore trends and public policy implications for furthering the use of mobile communications in the transportation systems of metropolitan regions.

The rankings revealed that metropolitan regions each have areas of strength and weakness. In fact, no MSA ranked in the top five for each category, suggesting that though several cities were very strong (top five) in two categories (San Jose, San Francisco, Washington DC, San Diego), every MSA has substantial room for improvement.

The purpose of this effort has been to foster a dialogue among peers at transportation and planning agencies about their experiences with promoting public transit and, in particular, the challenges they face related to bus rapid transit (BRT) projects, as well as the solutions that they have developed in response. Agencies from dozens of large cities around the United States participated at three (3) peer-to-peer exchanges in New York City, Los Angeles, and Cleveland. The facilitated discussions were structure to address the unique barriers to BRT implementation on the streets of dense and/or highly congested large urban centers. Three major themes were the focus of the workshops: Network, Route and Street Design, Traffic Operations, and BRT as a Driver of Economic Development; Building Political, Interagency and Stakeholder Support. The results of the workshops make clear that better public transportation in general and BRT in particular can be cost-effective and useful tools for improving transportation, the environment and for restoring the livability of America‘s large cities.

The present study examines the model of freight consolidation platforms, and urban distribution centers (UDCs) in particular, as a means to solve the last mile problem of urban freight while reducing vehicle miles traveled and associated environmental impacts. This paper attempts to identify the key characteristics that make UDCs successful and discuss under what contextual settings (e.g., institutional, policy) they work best. After an extensive review of UDC cases already implemented in other countries, the study examined three UDCs cases with potential applicability to the New York metropolitan region, discussing models and relevant features and elements that may be transferred to the New York context.

Climate change mitigation and adaptation action plans are developing at a rapid pace, being driven by both local initiatives and emerging alliances and support organizations that cut across multiple jurisdictions. These plans include a broad range of approaches, many of which are evolving into best or leading practices and which will be increasingly used as a model for the plans of other locales. This paper draws attention to several best practices in both mitigation and adaptation for North American cities, and also highlights many of the supporting alliances and groups that disseminate key practices and drive potential synergies. Additionally, it is noted that despite the increasing rate of plan development, a continuing need exists for increased attention to adaptation at the local level.

How people leave a devastated area after a disaster is critical to understanding their ability to cope with risks they face while evacuating. Knowledge of their needs for communications about these risks is particularly crucial in planning for emergency responses. A convenience sample of 1,444 persons who survived the World Trade Center (WTC) attacks on September 11, 2001 were surveyed to ascertain their initial and ultimate destinations once they had left the buildings, how they arrived there, the role of types of obstacles they encountered, and the need for information and the seeking of other people as potential factors in influencing the process of leaving immediately. This survey was part of a larger, original survey. Results showed differences in how people traveled by mode to initial and ultimate destinations, how immediately they left the area, and factors associated with when they left. How they traveled and when they left were associated with where people lived, their tendency in times of stress to seek out other people including who they knew in the immediate area (e.g., co-workers or friends), the physical conditions surrounding them, and the importance to some of waiting for more information. Many people indicated they did not leave immediately because they had no information about where to go or what services would be available to them. Perceptions and communications about risks they were facing were reflected in the choices they considered in how and when to leave the area. These findings have numerous ramifications for understanding and guiding personal behavior in catastrophic situations.

There has been little research to date on the linkages between air pollution and infectious respiratory illness in children, and the resulting health care costs. In this study we used data on air pollutants and national hospitalizations to study the relationship between fine particulate air pollution and health care charges and costs for the treatment of bronchiolitis, an acute viral infection of the lungs. We found that as the average exposure to fine particulate matter over the lifetime of an infant increased, so did costs for the child's health care. If the United States were to reduce levels of fine particulate matter to 7 percent below the current annual standard, the nation could save $15 million annually in reduced health care costs from hospitalizations of children with bronchiolitis living in urban areas. These findings reinforce the need for ongoing efforts to reduce levels of air pollutants. They should trigger additional investigation to determine if the current standards for fine-particulate matter are sufficiently protective of children's health.

OBJECTIVES:

We aimed to describe 17 months of experience with household recruitment of live births for the National Children's Study in Queens, a highly urban, diverse borough of New York City (NYC), and to assess predictors of recruitment success.

METHODS:

Recruitment data (enumeration, pregnancy screening of age-eligible women, identification of pregnancies, and consent) for the period of January 2009 through May 2010 were calculated. Geographic information systems were used to create 11 community-level variables for each of the 18 study segments where recruitment occurred, using US Census, NYC Office of Vital Statistics, NYC Department of City Planning, and NYC Police Department data. Recruitment yields were analyzed with respect to these variables at the segment level.

RESULTS:

Enumeration identified 4889 eligible women, of whom 4333 (88.6%) completed the pregnancy screener. At least 115 births were lost because of an inability of the pregnancy screener to identify pregnant women, whereas another 115 could be expected to be lost because of missed enumerations and pregnancy screeners. The consent rate was 60.3%. Segments with higher percentages of low birth weight had higher enumeration, pregnancy screening, and consent rates.

CONCLUSIONS:

In a highly immigrant, urban setting, households could be approached for recruitment of women to participate in the National Children's Study with consent rates equal to those experienced in clinical settings. Refinement of the pregnancy screener and other recruitment materials presents an opportunity to optimize recruitment, improve the representativeness of study participants, and improve the cost-effectiveness of study execution.

Substance use (SU) disorders adversely impact health status and contribute to inappropriate health services use. This qualitative study sought to determine SU-related factors contributing to repeated hospitalizations and to identify opportunities for preventive interventions. Fifty Medicaid-insured inpatients identified by a validated statistical algorithm as being at high-risk for frequent hospitalizations were interviewed at an urban public hospital. Patient drug/alcohol history, experiences with medical, psychiatric and addiction treatment, and social factors contributing to readmission were evaluated. Three themes related to SU and frequent hospitalizations emerged: (a) barriers during hospitalization to planning long-term treatment and follow-up, (b) use of the hospital as a temporary solution to housing/family problems, and (c) unsuccessful SU aftercare following discharge. These data indicate that homelessness, brief lengths of stay complicating discharge planning, patient ambivalence regarding long-term treatment, and inadequate detox-to-rehab transfer resources compromise substance-using patients' likelihood of avoiding repeat hospitalization. Intervention targets included supportive housing, detox-to-rehab transportation, and postdischarge patient support.

Abstract

Background: Pay-for-performance is an increasingly popular approach to improving health care quality, and the US government will soon implement pay-for-performance in hospitals nationwide. Yet hospital capacity to perform (and

improve performance) likely depends on local resources. In this study, we quantify the association between hospital performance and local economic and human resources, and describe possible implications of pay-for-performance for socioeconomic equity.

Methods and Findings: We applied county-level measures of local economic and workforce resources to a national sample of US hospitals (n = 2,705), during the period 2004–2007. We analyzed performance for two common cardiac conditions (acute myocardial infarction [AMI] and heart failure [HF]), using process-of-care measures from the Hospital Quality Alliance [HQA], and isolated temporal trends and the contributions of individual resource dimensions on performance, using multivariable mixed models. Performance scores were translated into net scores for hospitals using the Performance Assessment Model, which has been suggested as a basis for reimbursement under Medicare’s ‘‘Value-Based Purchasing’’ program. Our analyses showed that hospital performance is substantially associated with local economic and workforce resources. For example, for HF in 2004, hospitals located in counties with longstanding poverty had mean HQA composite scores of 73.0, compared with a mean of 84.1 for hospitals in counties without longstanding poverty (p,0.001). Hospitals located in counties in the lowest quartile with respect to college graduates in the workforce had mean HQA composite scores of 76.7, compared with a mean of 86.2 for hospitals in the highest quartile (p,0.001). Performance on AMI measures showed similar patterns. Performance improved generally over the study period. Nevertheless, by 2007—4 years after public reporting began—hospitals in locationally disadvantaged areas still lagged behind their locationally advantaged counterparts. This lag translated into substantially lower net scores under the Performance Assessment Model for hospital reimbursement.

Conclusions: Hospital performance on clinical process measures is associated with the quantity and quality of local economic and human resources. Medicare’s hospital pay-for-performance program may exacerbate inequalities across regions, if implemented as currently proposed. Policymakers in the US and beyond may need to take into consideration the balance between greater efficiency through pay-for-performance and socioeconomic equity.

Please see later in the article for the Editors’ Summary.

The High Line, Brooklyn Navy Yards, Pier 40 and Myrtle Avenue Station, are examples of projects that are reinventing how we think about the use of infrastructure spaces in New York City. What are the characteristics that define such projects and how is that they have been successful? This paper attempts to provide answers to this question by reviewing four case studies of repurposed transportation infrastructures, drawing out their commonalities and discussing their policy implications. 

From September 2008 to April 2009, the New York Metropolitan Transportation Council collaborated with the NYU Wagner Rudin Center on a unique program to offer training courses to professional transportation staff from regional transportation agencies. The Program consisted of 23 courses organized within three distinct modules, Skill Building, Transportation Policy, and Tools and Methods. Tailored for line and mid-level staff as a parallel and complimentary track to the already established NYMTC Executive Education Program developed in the 1990s, 86% of Program participants reported the curriculum to be of strong content and with high relevance to their jobs and professional development. The Program offers a model for MPO and university research center collaboration on continuing professional education for transportation professionals. Connecting agencies through MPOs with university educational resources aligns the training goals to the MPO's regional objectives as well as national transportation education initiatives.

Bus Rapid Transit (BRT) is an enhanced bus system designed to “combine the flexibility of buses with the efficiency of rail.” While applications are diverse, most BRT systems achieve higher speeds and greater reliability than conventional buses by providing priority treatments that include dedicated lanes, queue jumpers, signal priority, and by locating stops farther apart than is normal on local routes.  State and regional agencies, transit operators, and local governments all have key roles to play in making sure that regional integration of transit systems will take place and be effective.

The ‘flight from blight' and related literatures on urban population changes and crime have primarily considered times of high or increasing crime rates. Perhaps the most cited recent work in this area, Cullen and Levitt (1999), does not extend through 1990s, a decade during which crime rates declined almost continuously, to levels that were lower than experienced in decades. This paper examines whether such declines contributed to city population growth and retention (abated flight). Through a series of population growth models that attempt to identify causality through several strategies (including instrumental variables) we find at best weak evidence that overall city growth is affected by changes in crime. We find no evidence that growth is differentially sensitive to reductions in crime, as compared to increases. Focusing more narrowly on within MSA migration, residential decisions that are more likely to be sensitive to local conditions, we do find evidence supporting abatement of ‘flight' - that is, lower levels of crime in central cities in the 1990s are associated with lower levels of migration to the suburbs. This greater ability to retain residents already in the city does not appear to be accompanied by a greater ability to attract new households from the suburbs, or from outside of the metropolitan area.

We argue in this paper that neighborhoods are highly relevant for the types of issues at the heart of regional science. First, residential and economic activity takes place in particular locations, and particular neighborhoods. Many attributes of those neighborhood environments matter for this activity, from the physical amenities, to the quality of the public and private services received. Second, those neighborhoods vary in their placement in the larger region and this broader arrangement of neighborhoods is particularly important for location choices, commuting behavior and travel patterns. Third, sorting across these neighborhoods by race and income may well matter for educational and labor market outcomes, important components of a region's overall economic activity. For each of these areas we suggest a series of unanswered questions that would benefit from more attention. Focused on neighborhood characteristics themselves, there are important gaps in our understanding of how neighborhoods change - the causes and the consequences. In terms of the overall pattern of neighborhoods and resulting commuting patterns, this connects directly to current concerns about environmental sustainability and there is much need for research relevant to policy makers. And in terms of segregation and sorting across neighborhoods, work is needed on better spatial measures. In addition, housing market causes and consequences for local economic activity are under researched. We expand on each of these, finishing with some suggestions on how newly available data, with improved spatial identifiers, may enable regional scientists to answer some of these research questions.

In the United States, public housing developments are predominantly located in neighborhoods with low median incomes, high rates of poverty and disproportionately high concentrations of minorities. While research consistently shows that public housing developments are located in economically and socially disadvantaged neighborhoods, we know little about the characteristics of the schools serving students in these neighborhoods.

In this paper, the authors examine the characteristics of elementary and middle schools attended by students living in public housing developments in New York City. Using the proportion of public housing students attending each elementary and middle school as their weight, they calculate the weighted average of school characteristics to describe the typical school attended by students living in public housing. They then compare these characteristics to those of the typical school attended by other students throughout the city in an effort to assess whether public schools systematically disadvantage students in public housing in New York City. 

Their  results are decidedly mixed. On one hand, they find no large differences between the resources of the schools attended by students living in public housing and the schools attended by their peers living elsewhere in the city; on the other hand, they find significant differences in student characteristics and outcomes. The typical school attended by public housing students has higher poverty rates and lower average performance on standardized exams than the schools attended by others. These school differences, however, fail to fully explain the performance disparities: they find that students living in public housing score lower, on average, on standardized tests than their schoolmates living elsewhere -- even though they attend the same school. These results point to a need for more nuanced analyses of policies and practices in schools, as well as the outside-of-school factors that shape educational success, to identify and address the needs of students in public housing.

After analyzing six key indicators of housing market performance for the third quarter of 2010, NYU's Furman Center finds that New York City home prices are stabilizing, but still remain 22% below peak. The report also finds that a decrease in third-quarter foreclosure filings compared to last year may point to a slowdown in the foreclosure crisis. The Quarterly Housing Update incorporates sales data, development indicators and foreclosures, and presents a repeat sales index for each borough to capture price appreciation while controlling for housing quality.

This paper investigates the causal effect of pedestrian environments on walking behavior and focuses on the issue of research design. The paper differentiates between two types of research designs:treatment-based and traveler-based. The first approach emphasizes the variation of the treatment (pedestrian environments), and generally compares distinct neighborhoods, such as urban vs. suburban or transit-oriented vs. auto-dependent. The second approach emphasizes the homogeneity of subject (pedestrians), and aims at the same pedestrian under different environments normally due to home relocation, or the improvement of pedestrian environments.

This paper presents a third method, following a traveler-based research design while providing the pedestrian multiple walking paths with different pedestrian environments.

This paper examines informal training and skill development pathways of Latino immigrant construction workers in two different urban labor markets: Philadelphia, Pennsylvania, and Raleigh-Durham, North Carolina.  We find that institutional differences across local labor markets not only shape how immigrants develop skills in specific places, but also determine the localized obstacles they face in demonstrating and harnessing these skills for employment. To explain the role of local institutions in shaping differences in skill development experience and opportunities, we draw on the concept of tacit skill, a term that is rarely incorporated into studies of the labor market participation of less educated immigrants. We argue that innovative pathways that Latino immigrant workers have created to develop tacit skill can strengthen advocacy planning efforts aimed at improving employment opportunities and working conditions for marginalized workers, immigrant and non-immigrant alike.

This paper documents the rise and fall of a micro-learning region in Philadelphia. The central actors in this region are undocumented Mexican immigrants who until recently were able to draw on the intensity of their workplace interactions and their heterodox knowledge to produce new and innovative building techniques in the city's residential construction. The new knowledge they developed was primarily tacit. More significantly, the learning practices through which immigrant workers developed skill and innovated new techniques were also heavily tacit. Because these practices were never made formal and were never made explicit, they remained invisible and difficult to defend. With the housing market collapse and subsequent decline in housing renovation in south-center region of Philadelphia, this tacit knowledge and the practices that gave it shape and significance, are no longer easily accessible. We draw on this case to demonstrate the importance of access to the political and economic resources to turn learning practices into visible structured institutions that protect knowledge and skill. Whether or not the practices that support knowledge development are themselves made explicit can determine whether the knowledge they produce becomes an innovation that is recognized and adopted or whether it remains confined to a set of ephemeral practices that exist only so long as they are being enacted.

High-speed rail lines have been built and proposed in numerous countries throughout the world. The advantages of such lines are a higher quality of service than competing modes (air, bus, auto, conventional rail), potentially faster point-to-point times depending on specifiÂc locations, faster
loading and unloading times, higher safety than some modes, and lower labor costs. The disadvantage primarily lies in higher fixed costs, potentially higher energy costs than some competing modes, and higher noise externalities. Whether the net benefiÂts outweigh the net costs is an empirical question that awaits determination based on location specifiÂc factors, project costs, local demand, and network effects (depending on what else in the network exists). The optimal network design problem is hard (in the mathematical sense of hard, meaning optimal solutions are hard to fiÂnd because of the combinatorics of the possible different network configurations), so heuristics and human judgment are used to design networks.

Levinson argues that BRT should be designed to complement and not replace rail lines when providing regional rapid transit. In his paper, he provides guidelines for a successful BRT system. He also identifies urban and suburban BRT opportunities in the New York region, along with already existing services.

This article examines informal training and skill development pathways of Latino immigrant construction workers in two different urban labor markets: Philadelphia, Pennsylvania, and Raleigh-Durham, North Carolina. We find that institutional differences across local labor markets not only shape how immigrants develop skills in specific places but also determine the localized obstacles they face in demonstrating and harnessing these skills for employment. To explain the role of local institutions in shaping differences in skill development experience and opportunities, we draw on the concept of tacit skill, a term that is rarely incorporated into studies of the labor market participation of less educated immigrants. We argue that innovative pathways that Latino immigrant workers have created to develop tacit skill can strengthen advocacy planning efforts aimed at improving employment opportunities and working conditions for marginalized workers, immigrant and nonimmigrant alike.

This paper seeks to make sense of the Rockaway and Yonkers ferry service’s suspension, and draw lessons for those seeking to expand ferry service in New York City in the future. New ferry service has captured the attention of citizens, elected officials and many in the civic community, but a workable network of ferry service has so far eluded New York. Why has a network of publicly funded ferry service failed to take root in New York City? Also, What would a model to fund a ferry route over the long term look like?

On February 12th, 2008, Christine Quinn, Speaker of the New York City Council, took to the dais at the City Council Chambers to deliver the State of the City Address.  Towards the 17th page of an 18 page address, the Speaker’s remarks turned to public transit and the Mayor’s recently released PlaNYC initiatives.  While transit is generally a hot topic in New York, Mayor Bloomberg had made transportation a centerpiece of his second term and was spending the winter in a campaign to convince the State Legislature to approve a congestion pricing scheme in Manhattan to finance transportation capital projects. 

“It’s only natural to look at our natural highways, our water ways... to move New Yorkers efficiently and sustainably.” Said Speaker Quinn,  “That’s why we are proposing and the Mayor has agreed to begin developing a comprehensive five borough, year-round New York City Ferry System.”   The Speaker explained that the idea for ferry service originated through a series of public hearings she held with her colleagues in the Council:

 “Soon after, we began exploring the concept of a pilot ferry service for the Rockaways…got a commitment from the Mayor to fund it…and that service should be up and running by this summer.


Two years and twelve days later, the rhetoric of the State of the City speech came crashing to an anti-climactic end, as a report in the Daily News announced the cancellation of the Rockaways service.  The ferry would cease operations at the end of March.  

Plans for a five borough Ferry System have not materialized, except for an East River ferry serving developments along the Queens/Brooklyn waterfront, currently with two sailings during the AM and PM peak hours is expected to offer more frequent service next year  The Rockaway route had not met ridership projections and was recovering only 15-30% of its operational costs from revenues collected at the farebox.   The failure of the Rockaway ferry service, combined with the cancellation of another newly opened ferry service between Yonkers and Lower Manhattan in 2009 has dashed the hopes of some who wished to exploit New York’s water resources to improve commuting options via ferries.  This has led to questions about the feasibility of expanding ferry service in New York City more broadly. 

As large sections of the New York City waterfront are reclaimed from decades of industrial land use, idyllic waterfront parks have been developed next to gleaming residential towers.  It seems only natural that ferries will soon serve a role in transporting residents and visitors to these new neighborhoods throughout the City.  However, recent experiences illustrate the many obstacles facing expanded ferry services in New York City 

New York City policymakers are planning for a city of over 9 million residents by 2030, a large increase from today. A central goal of City officials is to accommodate this increase while simultaneously improving the City’s overall environmental performance, addressing externalities arising from traffic congestion and providing increased access to affordable housing. The requirement in the City’s zoning code that new residential construction be accompanied by a minimum number of off-street parking spaces, however, may conflict with this goal. This paper combines a theoretical discussion of parking requirements in New York City with a quantitative analysis of how they relate to transit and development opportunity. It draws direct relations between minimum parking requirements with the rise in housing prices and the reduction of density.

We argue in this paper that neighborhoods are highly relevant for the types of issues at the heart of regional science. First, residential and economic activity takes place in particular locations, and particular neighborhoods. Many attributes of those neighborhood environments matter for this activity, from the physical amenities, to the quality of the public and private services received. Second, those neighborhoods vary in their placement in the larger region and this broader arrangement of neighborhoods is particularly important for location choices, commuting behavior and travel patterns. Third, sorting across these neighborhoods by race and income may well matter for educational and labor market outcomes, important components of a region's overall economic activity. For each of these areas we suggest a series of unanswered questions that would benefit from more attention. Focused on neighborhood characteristics themselves, there are important gaps in our understanding of how neighborhoods change - the causes and the consequences. In terms of the overall pattern of neighborhoods and resulting commuting patterns, this connects directly to current concerns about environmental sustainability and there is much need for research relevant to policy makers. And in terms of segregation and sorting across neighborhoods, work is needed on better spatial measures. In addition, housing market causes and consequences for local economic activity are under researched. We expand on each of these, finishing with some suggestions on how newly available data, with improved spatial identifiers, may enable regional scientists to answer some of these research questions.

The American Recovery and Reinvestment Act of 2009 has opened a window for implementing high-speed passenger rail operations in the U.S.  Because North America had never pursued high-speed rail as a national transportation priority, the planning framework for designing such services and linking them to the national transportation system was never created. An intermodal integration strategy will thus have to be developed in parallel with the designs for new high-speed train services, if these projects are to achieve their potential. Connecting these new high-speed passenger rail routes to airport, highway, and transit infrastructure and integrating train operations with aviation, transit and vehicular travel will facilitate future use of high-speed trains and enable high-speed rail supportive land uses to evolve. But designing tomorrow’s high-speed rail to fit into today’s air and surface transportation network would yield suboptimal results. A successful intermodal integration plan for high-speed rail will need to anticipate evolution in air and surface transportation modes that will adapt to the energy and climate challenges shaping future mobility.
 

In 2005, immigrants exceeded 12% of the US population, with the highest concentrations in large metropolitan areas. While considerable research has focused on how immigrants affect local wages and housing prices, less research has asked how immigrants fare in US urban public schools. Previous studies find that foreign-born students outperform native-born students in their elementary and middle school years, but urban policymakers and practitioners continue to raise concerns about educational outcomes of immigrants arriving in their high school years.

The authors use data on a large cohort of New York City (NYC) public high school students to examine how the performance of students who immigrate during high school (teen immigrants) differs from that of students who immigrate during middle school (tween immigrants) or elementary school (child immigrants), relative to otherwise similar native-born students. Contrary to prior studies, their difference-in-difference estimates suggest that, ceteris paribus, teen immigrants do well compared to native-born migrants, and that the foreign-born advantage is relatively large among the teen (im)migrants. That said, their findings provide cause for concern about the performance of limited English proficient students, blacks and Hispanics and, importantly, teen migrants. In particular, switching school districts in the high school years - that is, student mobility across school districts - may be more detrimental than immigration per se. Results are robust to alternative specifications and cohorts, including a cohort of Miami students.

Modern methods of fare collection have turned ticketing contracts into complicated information technology projects without necessary bringing all the disciplines of such systems. The high cost of updating or maintaining front line systems makes it very challenging to keep up with the rapid obsolescence cycles that the IT industry considers normal. It is challenging enough to build a system that offers some prospect of working. Wrapping these systems in long term, inflexible contracts with lenders and contractors opposed to making changes presents further challenges. London's experience with such a contract over the last decade offers some lessons for any transit system about to use a public private partnership (PPP) to build a ticketing system.

There is a lack of consensus as to whether the relationship between the built environment and travel is causal and, if it is, the extent of this causality. This problem is largely caused by inappropriate research designs adopted in many studies. This paper proposes a new method (based on path choice) to investigate the causal effect of the pedestrian environment on the utility of walking. Specifically, the paper examines how the pedestrian environment affects subway commuters' egress path choice from a station to their workplaces in downtown Boston. The path-based measure is sensitive enough to capture minor differences in the environment experienced by pedestrians. More importantly, path
choice is less likely to correlate with job and housing location choices, and therefore largely avoids the self-selection problem. The results suggest that the pedestrian environment can significantly affect a person's walking experience and the utility of walking along a path.

Research on urban design and walking often emphasizes macro-scale features of the physical environment, such as block length and number of intersections, that can be measured remotely using GIS and or aerial photographs. In contrast, urban designers emphasize the importance of micro-scale features in individuals' use and experience of neighbourhood environments. This paper moves beyond examining correlations of individual built environment features and walking, to begin to test proposals about which composite characteristics of the built environment (safety, comfort, etc.) may have the greatest impact on walking. Several urban design characteristics of 11 neighbourhoods throughout California were observed. Self-report, adult walking data on the number and types of walking trips were obtained from surveys administered to parents of 3rd–5th graders. Urban design features related to both accessibility and safety are associated with the amount of walking that adults do in their neighbourhoods. Grouping related urban design variables into indices provides some clarity as to how the built environment may impact walking. Safety emerges as the most important built environment characteristic (of those tested), related to both destination and recreational walking.

This paper investigates the impact of pedestrian environments on walking behavior, and the related choice of travel path for transit riders. Activity logs from trip surveys combined with transit-route and land-use information are used to fit discrete-choice models of how riders choose among multiple paths to downtown destinations. The work illustrates (1) how the quality of pedestrian environments along transit egress paths affects transfers inside a transit system, and (2) how the impedance of transferring affects egress walking path choices. The use of GIS techniques for path-based spatial analysis is key to understanding the impact of pedestrian environments on walking behavior at the street level. The results show that desirable pedestrian environments encourage transit riders to choose paths that are ‘friendlier', even if they involve more walking after leaving transit. Policy implications for land-use planning and transit service planning are discussed.

Yellow-dust storms (YDSs) have attracted increasing attention worldwide in the past decade. They can extensively disrupt socioeconomic activities and pose hazards to ecosystems, as well as human health.  In recent years, China has invested multi-billions of dollars to mitigate the impact of YDSs.  However, the effectiveness of such YDS-control programs has rarely been evaluated. This research develops a causal model to quantify the environmental benefits of YDS-control programs in China, and further employs regional economic models to evaluate the ensuing economic impacts. The economic benefits generated from the YDS-control programs have remained stable across the years, primarily because of the multiplier effect of the investments, while the environmental benefits tend to decline over time.  Our results suggest that YDS-control programs should consider stimulating local economic activities in addition to environmental goals in order to be cost-effective and sustainable in the long term.

The South Bronx, New York, has one of the highest asthma rates among school-age children in the United States. Since children spend significant parts of their day at school, an understanding of where schools are located in relation to environmental health hazards that can potentially affect asthma can provide important information for making
decisions related to urban land-use planning and environmental policy. GIS provides communities with an important tool for leveraging data for policymaking efforts and improving policy makers' understanding of how different land uses might affect public health.

Parks play important roles in city life. They are a source of respite from the bustle of the urban environment, a place for active recreation and exercise for adults, and a safe place for children to play outdoors. In addition, parks preserve sensitive environmental areas, and, by making neighborhoods more attractive, enhance property values and the tax base of the city.

Climate change and human health are intertwined.  The heat waves in Chicago, in 1995, and in Paris, in 2003, followed by Hurricane Katrina_s destruction of New Orleans, raised awareness of the risks faced by vulnerable older people. Many cities have responded by announcing emergency preparedness plans; some of these plans have already been tested. Last summer, from July 27 to August 5, New York City suffered a mild heat wave with temperatures reaching 100-F. Paris, as well, was hit by another heat wave from July 17 to July 29, with maximum temperatures reaching 104-F, which was considerably milder than in 2003 when they often exceeded 110-F. In New York, there were 100 "excess deaths," an increase of 8% over past trends. In Paris, the number of excess deaths in 2006 (42), also an increase of 8%, was considerably lower than the 1,294 deaths registered in 2003-an increase of 190% compared to the preceding three-year average. Given existing surveillance capacity, it is impossible to know whether the reduction in excess deaths in Paris was due, partly, to its enhanced preparedness or whether it reflects no more than the effects of a far milder heat wave. Nevertheless, the milder heat wave of 2006 does provide an opportunity to examine the actual implementation of the heat wave preparedness plan. In light of ongoing efforts to develop such plans in cities worldwide and completed studies on the effects of the 2003 heat wave in Paris, what may be learned to promote urban health and improve understanding of the factors that put vulnerable older people at greatest risk?

Urban design is frequently identified as a tool to reduce crime and improve traffic safety in urban neighborhoods. In this “before” and “after” evaluation, we assess a major urban revitalization in the Minnie Street neighborhood in Santa Ana, California, in terms of its impacts on crime and pedestrian safety. Conclusions suggest that urban design can help to improve crime and traffic safety in poor urban neighborhoods but that other factors must also be considered.

What determines how many adults live in a house? How do people divide themselves up among households? Average household sizes vary substantially, both over time and in the cross-section. In this paper, we describe how a variety of government policies affect living arrangements, intentionally or not. Using data from a survey of households in New York City, we find that these incentives appear to have an impact. Specifically, households receiving these housing and income subsidies are smaller on average (measured by number of adults). The impacts appear to be considerably larger than those that would occur if the programs were lump-sum transfers. Small average household size can be extremely expensive in terms of physical and environmental resources, higher rents, and possibly homelessness. Thus, we encourage policymakers to pay greater heed to the provisions built into various social policies that favor smaller households.

Transfers can have an important influence on customer satisfaction and on whether many customers find transit service an attractive option. An empirical investigation of transfers from commuter rail to subway in downtown Boston, Massachusetts, is conducted. The research identifies a higher transfer penalty between commuter rail and subway than between subway lines. Fare payment and network familiarity also are shown to affect transfer decisions. Despite a large variation of the transfer experience between the stations analyzed, riders seem to have a similar perception of transfers. For example, in most cases, the perceived transfer penalty has a narrow distribution, with a coefficient of variation below 0.5. Potential applications of the research findings to transit planning are presented.

This paper explores the weather-ridership relationship and its potential applications in transit operations and planning. Using the Chicago Transit Authority (CTA) as a case, the paper investigates the impact of five weather elements (temperature, rain, snow, wind, and fog) on daily bus and rail ridership, and its variation across modes, day types, and seasons. The resulting relationships are applied to the CTA ridership trend analysis, showing how preliminary findings may change after controlling for weather. The paper emphasizes the importance of having a theoretical framework encompassing weather and travel.

We examine the size and distribution of the gap in test scores across races within New York City public schools and the factors that explain these gaps. While gaps are partially explained by differences in student characteristics, such as poverty, differences in schools attended are also important. At the same time, substantial within-school gaps remain and are only partly explained by differences in academic preparation across students from different race groups. Controlling for differences in classrooms attended explains little of the remaining gap, suggesting little role for within-school inequities in resources. There is some evidence that school characteristics matter. Race gaps are negatively correlated with school size-implying small schools may be helpful. In addition, the trade-off between the size and experience of the teaching staff in urban schools may carry unintended consequences for within-school race gaps. © 2006 by the Association for Public Policy Analysis and Management.

In this paper we analyze vulnerability of the elderly during natural hazard events at the macro level using the geographical distribution of the U.S. elderly population at the county level. The elderly population is defined as persons aged 65 years or older. We use data from the Spatial Hazard Events and Losses Database to identify counties with high frequencies of natural hazards events, such as hurricanes, from 1995 to 2005 and we identify characteristics of the elderly population in those counties. This analysis can be extended to other natural hazards. Future work will use regression modeling to incorporate socioeconomic variables such as poverty, race, and ethnicity to identify elderly populations that may be particularly vulnerable to natural hazards to be used as a guide for managing risks to vulnerable populations.

Despite its essential role in sustaining the New York economy, the MTA is not financed in a consistent or sensible
manner. Specifically, the financing arrangements for the MTA result in:
Problem 1: Repeated operating deficits.
Problem 2: Capital investments insufficient to bring its facilities to a state of good repair.

In order for New York to maintain a strong and vibrant economy, its transportation system has to be kept up to par and expanded to meet future needs. This report examines the two problems and suggests alternative financing policies for the MTA that would balance its operating budget and provide sufficient capital to accelerate the pace at which its facilities are brought to a state of good repair.

The next section describes the vital role of the MTA in transporting people to their jobs in New York's central business district. The following sections explain the MTA's problems identified above, present the CBC's guidelines for funding the MTA services in the future, and estimate the agency's expenditure and revenue requirements under those guidelines. The final section deals with options for meeting revenue requirements by increasing cross subsides from auto users.

Abstract The U.S. faces rising rates of overweight and obesity. Active living-urban planning and design to promote physical activity?has emerged as a strategy to combat growing obesity. The active living movement initially targeted mostly middle-class, suburban communities. In this article, I argue that planning for active living must especially address low-income, Black, and Latino communities, where obesity and related health risks are greatest and resources least available. First I review the problem of obesity and related health conditions among low-income, Black, and Latino populations in the U.S., and identify the role of insufficient physical activity in this problem. I then examine physical environment and other factors that shape opportunities for physical activity in low-income communities and communities of color. Finally, I identify strategies that may help to promote active living in urban settings to better serve these communities. Abstract The U.S. faces rising rates of overweight and obesity. Active living-urban planning and design to promote physical activity?has emerged as a strategy to combat growing obesity. The active living movement initially targeted mostly middle-class, suburban communities. In this article, I argue that planning for active living must especially address low-income, Black, and Latino communities, where obesity and related health risks are greatest and resources least available. First I review the problem of obesity and related health conditions among low-income, Black, and Latino populations in the U.S., and identify the role of insufficient physical activity in this problem. I then examine physical environment and other factors that shape opportunities for physical activity in low-income communities and communities of color. Finally, I identify strategies that may help to promote active living in urban settings to better serve these communities.

The article reflects on the role of New York City in the 21st century which includes bringing people together with other people to generate the information and products that are then sold around the world. It also presents a brief history of the city in becoming a leading city in the global economy. It also discusses the economic and technological innovations the city had undertaken to become a leading city and the reforms it is planning to implement to maintain its status.

Declining birthrates, increasing longevity and growing urbanization have created a new challenge for cities: how to respond to an aging population. The World Cities Project was designed to examine whether the four largest cities among the wealthiest nations of the world - New York, London, Paris and Tokyo - offer a model of what other cities will someday resemble as their populations grow older.

Perhaps the four world cities examined here will always be regarded as special cases; however, they share in common a host of important characteristics. Within them live the largest number of older people in their countries and in some neighborhoods the percent of elders 65 or older far exceeds what the census demographers project for their nations in 2030. Thus, these great cities may serve as laboratories to inquire about the implications of demographic change for health and quality of life, living arrangements and housing, and the provision of long-term care to older adults when they eventually become frail.

Background

Walking or bicycling to school could contribute to children’s daily physical activity, but physical environment changes are often needed to improve the safety and convenience of walking and cycling routes. The California Safe Routes to School (SR2S) legislation provided competitive funds for construction projects such as sidewalks, traffic lights, pedestrian crossing improvements, and bicycle paths.

Methods

A cross-sectional evaluation examined the relationship between urban form changes and walking and bicycle travel to school. Surveys were distributed to parents of third- through fifth-grade children at ten schools that had a completed SR2S project nearby. Two groups were created based on whether parents stated that their children would pass the SR2S project on the way to school or not.

Results

Children who passed completed SR2S projects were more likely to show increases in walking or bicycle travel than were children who would not pass by projects (15% vs 4%), based on parents’ responses.

Conclusions

Results support the effectiveness of SR2S construction projects in increasing walking or bicycling to school for children who would pass these projects on their way to school.

"This article evaluates California's pioneering Safe Routes to School (SR2S) program, which funds traffic improvement projects designed to improve safety for children's walking and bicycling to school and to increase the number of children who do so."

The attack on the World Trade Center reinforced a process of change in lower Manhattan that had been under way for at least the past fifty years. The public and private responses to the destruction wrought on September 11 have provided the funds, organizational capacity, and public commitment to do what a previous generation of municipal planners tried to accomplish, with only partial success: creating a mixed residential and office community in what was once New York City's dominant financial and business district. Federal aid to rebuild lower Manhattan has been the catalyst for modernizing and expanding its mass transit systems and facilities, providing low-cost financing for converting obsolete office buildings into housing, improving pedestrian movement, investing public funds in parks and cultural institutions, and subsidizing the creation of new public schools. This chapter examines the key public and private organizations that have shaped this redevelopment and the implications for the future of lower Manhattan and for office development in the rest of New York City.

In a festschrift to Netzer-a public finance economist well known for his research on state and local taxation, urban public services, and nonprofit organizations-eight chapters apply microeconomics to problems facing urban areas and use statistical analysis to gain insight into practical solutions. The essays look at alternative methods of financing urban government, such as a land value tax and the impact of sales and income taxes on property taxation; at government expenditures, including housing subsidies; and at subsidies to nonprofit arts groups as well as the role of the nonprofit sector in providing K-12 education. Of interest to the fields of public finance, urban economics, and public administration.

All too often, telecommunications systems are treated as an alternative to transportation systems, as a substitute for the physical movement of people and services. The growing use of telecommunications systems is doing far more than influence where people work and live, but is actually changing the character of activities that occur in the home, workplace, and automobile. This chapter examines the way in which information and telecommunications are transforming everyday urban life; making the home into an extension of the office, shopping mall, and classroom; allowing the automobile and airplane to become workplaces; and converting the office building into a hub for social interaction and interpersonal contact. The diffusion of information technologies drastically increases the complexity of cities by increasing the number and type of interactions among individuals, firms, technical systems and the external environment. Information systems are permitting new combinations of people, equipment, and places; as a result, there is a dramatic change in the spatial organization of activities within cities and large metropolitan regions.

New Urbanism is increasingly applied to revitalize diverse urban neighborhoods. New Urbanism relies on an ideal of “community” that makes its suitability for these contexts questionable. This article examines the use of New Urbanism to revitalize neighborhoods with diverse populations, investigating the following concerns: (1) physical changes may not be the best solutions for the social problems that often face such neighborhoods, (2) New Urbanist ideas may have different meanings to different groups of neighborhood residents, (3) New Urbanist neighborhood renovation may displace low-income residents, and (4) New Urbanist participatory design processes may not accommodate diversity. The article presents findings from a case study of the Westside of the city of Costa Mesa, California. Recommendations suggest alternative planning and design strategies to support and reinvigorate diverse, urban neighborhoods.

In existence since 1956, the Highway Trust Fund (HTF) is the source of all Federal highway funding and roughly four-fifths of all Federal transit funding. With budgetary firewalls in place since 1998 as a result of the Transportation Equity Act for the 21st Century, the Highway Trust Fund is integral to the long-term transportation planning of all 50 States. However, Congressional Budget Office forecasts show that at current baselines (i.e. spending at currently enacted levels with adjustments for inflation within the context of current tax policies), the HTF will be unable to keep up with national transportation needs.
How to meet these needs - which are projected to require an estimated average annual investment over the next 20 years of between $90.7 billion and $110.9 billion just to maintain the system and between $127.5 billion and $169.5 billion to improve it - is a source of considerable debate. Short-term options that should be seriously considered by both State and Federal governments are raising and indexing motor fuel taxes.

Intelligent transportation systems (ITS) have gone beyond futuristic ideals and are becoming mainstream tools for managing highway and transit systems, as well as for providing information to the public. ITS has shown itself to be a cost-effective means for making best use of the current transportation system in an environment where the ability to expand capacity has become increasingly more difficult and expensive. There are several projects already in place at the regional level (e.g. E-ZPass, Transcom's IRVIN system, and MetroCard) and at the local level (e.g. sub-area traffic management centers and transit system real-time train information systems). More major ITS systems are expected in the next few years.

As the centerpiece of policymakers' efforts to "deconcentrate" poverty in urban America, the Moving to Opportunity (MTO) project gave roughly 4,600 volunteer families the chance to move out of public housing projects in deeply impoverished neighborhoods in five cities-Baltimore, Boston, Chicago, Los Angeles, and New York. Researchers wanted to find out to what extent moving out of a poor neighborhood into a better-off area would improve the lives of public housing families. Choosing a Better Life? is the first distillation of years of research on the MTO project, the largest rigorously designed social experiment to investigate the consequences of moving low-income public housing residents to low-poverty neighborhoods. In this book, leading social scientists and policy experts examine the legislative and political foundations of the project, analyze the effects of MTO on lives of the families involved, and explore lessons learned from this important piece of U.S. social policy.

This comprehensive volume of essays by respected scholars in economics and public finance explores the connections among the property tax, land use and regulation. The authors examine the idea that the property tax is used as a partial substitute for land use regulation and other policies designed to affect how land is utilized. Like many economists, the contributors see some type of property taxation as a more efficient means of helping to shape land use. Some of the essays analyze a conventional property tax, while others consider radically different systems of property taxation.

Following an introduction by the book's editor Dick Netzer, the first paper sets the stage by modeling taxes on land and buildings in the context of a dynamic model of real estate markets. The remaining papers examine how various tax mechanisms and non-tax alternatives to regulating and determining land use, such as zoning and private neighborhood associations, complement or substitute for one another. Urban planners and economists interested in local public finance will welcome this wide-ranging review and analysis.

Dick Netzer, a leading public finance economist specializing in state and local issues and urban government, is professor emeritus of economics and public administration at the Wagner Graduate School of Public Service, New York University. He organized a conference sponsored by the Lincoln Institute in Scottsdale, Arizona, in January 2002 and edited the papers presented at that conference for this volume.

Immediately after 9/11, New York Governor George E. Pataki's senior staff asked the Rudin Center, in concert with the Regional Plan Association (RPA) and the Empire State
Transportation Alliance (ESTA),* to develop a conceptual plan for the renewal of Lower Manhattan. President George W. Bush's second visit to Lower Manhattan was scheduled for three weeks after 9/11 and the Governor wanted a preliminary plan to discuss with the President at that time.

In this article, we focus on the distributional impact of a shift to charging for water and sewer service based entirely on actual water use measured by meters. In particular, we examined what the impact of universal metering in New York City would be on low- and moderate- income housing. We found that, despite its possible positive effects on conservation, universal water metering would have a substantial and regressive impact on both the providers and consumers of the city's low-income housing.

Despite the rapid growth of advanced telecommunications services, there is a lack of knowledge about the geographic diffusion of these new technologies. The Internet presents an important challenge to communications researchers, as it threatens to redefine the production and delivery of vital services including finance, retailing, and education. This article seeks to address the gap in the current literature by analyzing the development of Internet backbone networks in the United States between 1997 and 1999. We focus upon the intermetropolitan links that have provided transcontinental data transport services since the demise of the federally subsidized networks deployed in the 1970s and 1980s. We find that a select group of seven highly interconnected metropolitan areas consistently dominated the geography of national data networks, despite massive investment in this infrastructure over the study period. Furthermore, while prosperous and internationally oriented American cities lead the nation in adopting and deploying Internet technologies, interior regions and economically distressed cities have failed to keep up. As information-based industries and services account for an increasing share of economic activity, this evidence suggests that the Internet may aggravate the economic disparities among regions, rather than level them. Although the capacity of the backbone system has slowly diffused throughout the metropolitan system, the geographic structure of interconnecting links has changed little. Finally, the continued persistence of the metropolis as the center for telecommunications networks illustrates the need for a more sophisticated understanding of the interaction between societies and technological innovations.

The New Americans sheds light on one of the most controversial issues of the decade. This book identifies the economic gains and losses from immigration -- for the nation, states, and local areas -- and provides a foundation for public discussion and policymaking. Three key questions are explored: -- What is the influence of immigration on the overall economy, especially national and regional labor markets?-- What are the overall effects of immigration on federal, state, and local government budgets?-- What effects will immigration have on the future size and makeup of the nation's population over the next 50 years?The New Americans examines what immigrants gain by coming to the United States and what they contribute to the country, the skills of immigrants and those of native-born Americans, the experiences of immigrant women and other groups, and much more. It offers examples of how to measure the impact of immigration on government revenues and expenditures -- estimating one year's fiscal impact in California, New Jersey, and the United States and projecting the long-run fiscal effects on government revenues and expenditures. Also included is background information on immigration policies and practices and data on where immigrants come from, what they do in America, and how they will change the nation's social fabric in the decades to come.

Water pollution from agricultural pesticides continues to be a public concern. Given that the use of such pesticides on the farm is largely governed by voluntary behavior, it is important to understand what drives farmer behavior. Health belief models in public health and social psychology argue that persons who have adverse health experiences are likely to undertake preventive behavior. An analogous hypothesis set was tested here: farmers who believe they have had adverse health experiences from pesticides are likely to have heightened concerns about pesticides and are more likely to take greater precautions in dealing with pesticides. This work is based on an original survey of a population of 2700 corn and soybean growers in Maryland, New York, and Pennsylvania using the U.S. Department of Agriculture data base. It was designed as a mail survey with telephone follow-up, and resulted in a 60 percent response rate. Farm operators report experiencing adverse health problems they believe are associated with pesticides that is equivalent to an incidence rate that is higher than the reported incidence of occupational pesticide poisonings, but similar to the reported incidence of all pesticide poisonings. Farmers who report experiencing such problems have more heightened concerns about water pollution from fertilizers and pesticides, and illness and injury from mixing, loading, and applying pesticides than farmers who have not experienced such problems. Farmers who report experiencing such problems also are more likely to report using alternative pest management practices than farmers who do not report having such problems. This implies that farmers who have had such experiences do care about the effects of application and do engage in alternative means of pest management, which at least involve the reduction in pesticide use.

This paper investigates the effects of information from different sources on farmers' attitudes regarding the effects of pesticides and other agricultural chemicals on environmental quality using a survey of 2700 farmers in three mid-Atlantic states. Farmers' beliefs are similar to those of the general public on average, but are distributed more uniformly, suggesting that the farm community may be more polarized on environmental issues than the general public. Farmers regard first-hand sources of information such as direct field observation and pesticide labels as being the most important. Chemical dealers and extension rank next in importance. Farmers who attached greater importance to information from news media and extension expressed greater environmental concern. Farmers who found information from chemical dealers more important expressed greater concern about injury to wildlife and pesticides in drinking water but less concern about general environmental quality problems associated with agricultural chemicals.

The effectiveness of current groundwater protection policies depends largely on farmers' voluntary compliance with leaching reduction measures, an important component of which is their willingness to adopt costlier production practices in order to prevent leaching of chemicals. Data from an original survey of 1611 corn and soybean growers in the mid-Atlantic region were used to estimate farmers' willingness to pay to prevent leaching of pesticides into groundwater. The results indicate that farmers are willing to pay more for leaching prevention than nonfarm groundwater consumers, both absolutely and relative to total income. The primary motivation appears to be concern for overall environmental quality rather than protection of drinking water or the health and safety of themselves and their families. Hobby farmers are willing to pay more than farmers with commercial activity. Certified pesticide applicators are willing to pay less than farmers without certification.

Better Environmental Decisions responds to the need for improved environmental decision making by bringing together leading scholars and practitioners to provide a comprehensive interdisciplinary introduction to the subject. Each chapter describes an important aspect of environmental decision making; identifies key issues, problems, and barriers; and recommends ways to improve both the process and the final result.

Natural Disaster Management was produced to mark the end of the International Decade for Natural Disaster Reduction (IDNDR), a United Nations initiative to reduce the negative effects of natural disasters. Natural Disaster Management communicates solutions to the problems associated with natural disasters, stimulating discussion and improvements in methods of protecting people and property. The volume includes contributions from over 100 experts in hazard observation and helps to raise the profile of the IDNDR initiative, bringing issues concerning natural disaster management to a wider audience.

The infrastructure of the Metro East Coast region (MEC, with New York City at its core) is the largest, oldest, densest, and busiest in the nation. It serves some 20 million people and built assets exceed $1 trillion. Currently there is considerable stress on the system with key problems identified as: undercapacity, underinvestment, inconsistent management suburban sprawl, and lack of long-term integrated region-wide planning. These problems are exacerbated by fragmentation of governance across competing jurisdictions. Unclear funding mechanisms, spotty economic performance, and deferred infrastructure maintenance are severe stress factors. Spatial and functional inter-connectedness between different types of infrastructure allows failures to cascade through the system - at times even shutting down substantial segments, all at a high societal cost. A special problem is lack of a farsighted solid waste management strategy. Despite these severe stresses, the system somehow manages to deliver essential services to a large population.

This paper synthesises a series of empirical analyses investigating the role of urban space in affecting minority employment outcomes. It broadens the focus beyond transport and the 'friction of space' and expands the data available for spatial research. The empirical analyses share a common framework linking 'access' to youth labour market performance. The first set of results is based on aggregate data relating access to employment outcomes for black youth at the metropolitan level. Access is broadly defined to include traditional measures of geographical distance, as well as measures of social isolation or social access. Metropolitan areas in which the black poor are more spatially isolated are also found to have higher black youth unemployment rates. The second body of evidence relies on the same type of metropolitan measures, combined with individual data on youth living with at least one parent. When individual and family characteristics are controlled for, and white and Hispanic youth are also considered, metropolitan measures of social access exert distinguishable effects upon youth employment-youth living in urban areas in which they have less residential contact with whites or the non-poor are less likely to be employed. The final piece of analysis links the individual records of such youth to tract-level measures of access, both social (neighbourhood composition variables) and geographical (job-access measures). This is accomplished through the creation of a unique data set at the Bureau of the Census. Again, after controlling for individual and family characteristics, the residential conditions of youth affect their employment. Ceteris paribus, youth living in census tracts with fewer employed adults, with fewer whites, and which are further from jobs are less likely to be employed. Results suggest that the overall effects of space on employment outcomes are substantial, explaining 10-40 per cent of the observed racial differences in employment in...

Public policies for urban development have traditionally emphasized investment in physical infrastructure, the development of large-scale commercial facilities, the construction of new housing, and the renewal of existing neighborhoods. Most efforts to revitalize central cities by building new facilities for visitors have focused on suburban commuters and tourists. At the same time, many housing initiatives in central cities have concentrated on low-income communities because outlying suburban areas have attracted traditional middle-income households.

This article argues that emerging demographic and cultural trends - combined with changes in the structure of business organizations and technological advances - provide new opportunities for cities to retain and attract middle-class households. Using gay and lesbian populations as an example, it focuses on the role that nontraditional households can play in urban redevelopment. In light of the rise of nontraditional households and the growth of self-employment and small businesses, cities should adopt policies that make them attractive places in which to live and work.

This book bridges the gap between the many different disciplines used in applications of risk analysis to real world problems. Contributed by some of the world's leading experts, it creates a common information base and language for all risk analysis practitioners, risk managers, and decision makers. Valuable as both a reference for practitioners and a comprehensive textbook for students, Fundamentals of Risk Analysis and Risk Management is a unique contribution to the field. Its broad coverage ranges from basic theory of risk analysis to practical applications, risk perception, legal and political issues, and risk management.

This paper tests the importance of the spatial isolation of minority and poverty households for youth employment in large metropolitan areas. We estimate a model relating youth employment probabilities to individual and family characteristics, race, and metropolitan location. We then investigate the determinants of the systematic differences in employment probabilities by race and metropolitan area. A substantial fraction of differences in youth employment can be attributed to the isolation of minorities and poor households. Minority youth residing in more segregated cities or cities in which minorities have less contact with nonpoor households have lower employment probabilities than otherwise comparable youth. Simulations suggest that these spatial effects explain a substantial fraction of the existing differences in youth employment rates by race.

Provides tests of the relative importance of spatial factors on employment outcomes of teenagers in the United States. Relations between youth employment probabilities to individuals and family characteristics; Sources of statistical problems in the interpretation of findings about youth employment; Concerns on the youth's choice of neighborhood.

This paper focuses on infrastructure's vulnerability to sea level change associated with global warming. It also addresses the degree to which that infrastructure can be altered to decrease its vulnerability and the vulnerability of the land surrounding it. It centers on the metropolitan New York City area (which includes portions of New Jersey and Connecticut), that is surrounded by an extensive shoreline subject to the risks of global warming.

The use of meta-analysis in environmental epidemiology can enhance the value of epidemiologic data in debates about environmental health risks. Meta-analysis may be particularly useful to formally examine sources of heterogeneity, to clarify the relationship between environmental exposures and health effects, and to generate information beyond that provided by individual studies or a narrative review. However, meta-analysis may not be useful when the relationship between exposure and disease is obvious, when there are only a few studies of the key health outcomes, or when there is substantial confounding or other biases which cannot be adjusted for in the analysis. Recent increases in the use of meta-analysis in environmental epidemiology have highlighted the need for guidelines for the application of the technique. Guidelines, in the form of desirable and undesirable attributes, are presented in this paper for various components of a metaanalysis including study identification and selection; data extraction and analysis; and interpretation, presentation, and communication of results, Also discussed are the appropriateness of the use of meta-analysis in environmental health studies and when metaanalysis should or should not be used.

Examines the relationship between emergency management and governmental policies on technological disasters. Exploration of whether or not disasters exist from man-made technologies involving hazardous materials and what mechanisms are currently in place to cope with such emergencies; Review of incidents involving environmental contamination; Regulations in place to deal with contaminations; Conclusion that laws have become powerful tools for detecting and mitigating against environmental problems.

Examines ways in which organizations adapt to changing risk assessments in the U.S. through the development of organizational forms during times of crisis. Emergence of institutional conflict in setting risk standards; Organization adaptation to high risk environments; Patterns for the formation of organizations; Differences and conflicts among administrative agencies involved in risk management.

Examines variance of the shift and share projection formulation. Use of the shift share method in explaining historical trends in regional employment; Examination of the predictive power of the variant against the standard formulation; Evaluation of alternative projection methods for industries grouped into local market and supply-oriented categories.