This report provides an analysis and evaluation of the negative impacts that the proliferation of Transportation Network Companies (“TNCs”) have had on people with disabilities, underserved communities, the environment, social responsibility, and the sharing economy.

There are three principal types of equity considerations that relate to the distribution of benefits and burdens of congestion pricing: (1) income equity, (2) geographic equity, and (3) modal equity. This report attempts to look at first two, with a specific focus on taxi and for-hire vehicle (“FHV”) services. The benefits and burden of the proposed Central Business District (“CBD”) Tolling Program—commonly referred to as congestion pricing—may not be distributed equally among all drivers and passengers of taxi and FHV services. There are several key findings from this report.

The Open Mode Integrated Transportation System (OMITS) has been designed as an effective, convenient, dynamic and safe transit system making carpooling or vanpooling service available for metropolitan areas and inter-cities. OMITS forms a sustainable information infrastructure for communication within and between the mobile/ Internet network, the roadway network, and the users’ social network. It manipulates the speed gap between different types of the networks.

The Open Mode Integrated Transportation System (OMITS) forms a sustainable information infrastructure for communication within and between the mobile/Internet network, the roadway network, and the users’ social network. It manipulates the speed gap between different types of the network: information communication through cellular phones and the Internet is tremendously higher than that of vehicles on roadway, which is much faster than that of the social networking.

Over the past few decades, urbanization and economic growth have intensified the need for more efficient urban and regional transportation, including the expansion and reorganization of existing transportation networks. Given such huge investments and severe constraints on resources such as financial and land, infrastructure projects require a careful prioritization and selection among available alternatives. In reality, project selection appears to be determined as much by politics as by transport-economic considerations.

The removal of paint from bridges and other structures is a significant issue facing transportation agencies because of the presence and potential for release of lead and other contaminants upon disposal. A large percentage of the bridges are reaching a critical level of deterioration, resulting in management issues for paint waste. The New York State Department of Transportation (NYSDOT) applies a conservative approach by assuming all waste generated from bridges previously painted with lead-based paint (LBP) is hazardous.

This research project seeks to increase knowledge about coordinating effective multi-modal evacuation for disasters. It does so by identifying, evaluating, and assessing current transportation management approaches for multi-modal evacuation planning. The research increases equity by identifying strategies for evacuation of all residents, including carless residents during a disaster.

This research def ines the concept of transit under-served areas (TUSA), and argues that with the right policies TUSA residents have a great potential to reduce car dependency and usage and switch to publ i c t ransi t . It focuses on one important but often overlooked pol i cy—residential parking, in reshaping t ravel patterns in TUSA neighborhoods, using the New York Ci ty region as an example. Nine hundred households were randomly selected from a regional household travel survey in the New York City region.

This research investigates the impact of residential parking on household travel behavior in transit under-served areas (TUSA) in the New York City region. It focuses on an important but often overlooked issue in reshaping the travel pattern in TUSA neighborhoods- residential parking. It finds that TUSA households with only on-street parking tend to have fewer cars, make fewer vehicle trips, and drive less overall VMT, compared to households with a garage.

<p>Transportation credit mortgage (TCM) programs are intended to reduce auto use, decrease sprawl, and increase housing options for low- and moderate-income households. The centerpiece of such programs is a credit to income for expected savings on auto use for households who purchase a home with good transit access and/or high population density. It is hoped, first, that a higher share of those in target neighborhoods will consist of households who use transit and walk; second, that there will be more housing provided in target neighborhoods.