MetroFuture recommends compact development in smart growth locations: around city and town centers, on reused commercial and industrial land, and near transit. These sustainable growth patterns lend themselves to transportation alternatives such as transit, walking, bicycling. Greater use of these alternatives will result in fewer vehicle miles traveled, fewer greenhouse gas emissions, increased mobility, and better health outcomes. These benefits will be realized only if the region invests in new transit projects, creates new transit services in suburban areas, improves the efficiency and experience of transit, and builds an integrated network of sidewalks and bike paths. Throughout all these improvements, it will be critical to consider and address the needs of transit-dependent residents and neighborhoods.
Continuation of the region’s auto-oriented approach to transportation will result in more congestion and will fail to capitalize on the opportunities of compact growth. The region’s current situation demonstrates that highway projects ultimately fail to improve mobility or congestion regionwide. Adding roadway capacity may temporarily relieve congestion at the site of the improvement, but it also attracts new development and additional drivers that create more congestion on nearby roadways or even the road that was improved.
A new paradigm of transportation priorities are necessary to create the comprehensive transportation alternatives that the region needs. Regional investments to strengthen the framework of the existing transit system are necessary to create the capacity to support significant new ridership. Strategic extensions of the system (accompanied by transit-oriented land use plans) and creation of new suburban transit services will increase access and connectivity. Transit providers also need to provide high-quality station design and customer service in order to compete with the private auto.
Transit and non-motorized travel can be made safer and more efficient by implementing roadway design best practices that accommodate all modes and establishing priority for transit through dedicated lanes in congested locations. Ultimately, walking and biking should not be considered “alternative” modes but essential components of the transportation system, by the engineers and public works officials charged with designing and maintaining bicycle and pedestrian facilities. Opportunities to create new bicycle, pedestrian, and transit connections can be preserved by protecting existing rights of way.
Pay-as-you-drive automobile insurance, while not a transportation alternative per se, is an important and complementary strategy that can provide strong incentives to chose transportation alternatives instead of the auto.
8) Invest in projects that expand and add capacity to the existing transit system
9) Establish “first mile/last mile” services around commuter rail stations
10) Improve the transit experience through high quality stations, stops, and customer service
11) Create dedicated lane capacity for transit and alternative modes
12) Incorporate “complete street” best practices in roadway development and design efforts
13) Stabilize and coordinate funding sources for bicycle and pedestrian infrastructure and programs
15) Preserve and fully utilize existing rights of way
16) Provide pay-as-you-drive insurance