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Surabaya has the plan to reactivate tram in several arterial streets which will cause car lane reduction. This research aims to enhance the traffic performance of several arterial streets in Surabaya after the reduction of street width due to street space reallocation for the future tram track. The modal split analysis in a natural car and train or pulled scheme is compared to several vehicle restriction methods or push scheme which using data from car and motorcycle rider. From comprehensive computation, it is concluded that the insertion of tram track in the road space directly without any transport demand management will impact street performance to a more severe condition of traffic jam intersection. Therefore this research advising city government to apply restriction scheme to car and motorcycle by using high occupancy vehicle only scheme or prepaid area licensing scheme.

The rights of Persons with Disabilities (PWDs) to accessible built environments include the convenient and safe use of roads and pedestrian infrastructure. This is founded on the United Nations Convention on the Rights of Persons with Disabilities and other related international and local legislation. These notwithstanding, this paper sought to ascertain whether the accessibility needs of PWDs were amply factored into decisions on pedestrian infrastructure. The study adopted a descriptive research design. It involved the use of a checklist developed from the Accessible Side-walks and Street Crossing information guide and the Ghana Accessibility Standards for the Built Environment to assess pedestrian infrastructure along five arterial roads leading to Kumasi, the second most populous city in Ghana. Interviews were also used to ascertain the opinions of 122 PWDs on the inclusiveness of the pedestrian infrastructure. The study found that the pedestrian infrastructure was not as inclusive as required. Maintenance was not given due attention and most PWDs had challenges with the pedestrian infrastructure. The study concludes that irrespective of the prevalence of both international and local standards in Ghana, the accessibility needs of PWDs are not amply factored into decisions on pedestrian infrastructure. Accordingly, policy should dwell on holistic enforcement of the accessibility standards in design, construction and maintenance. These will support the quest to enhance accessible transport systems and consequently efforts towards achieving Sustainable Development Goal 11.

Victoria Street is the most important arterial street of Arabahmet Neighborhood, an important part of the walled city of Nicosia, the capital of Cyprus, which houses the historical city texture. A cultural mosaic embodied in its architectural heritage, the formation of the street texture dates back to the Byzantine period of Cyprus. Beginning in the Lusignan period with the Armenian Church still standing today, the historical street texture did not show any development during the Venetian period. The formation of texture of Victoria Street continued in the Ottoman period, and a symbol of the street and the city, ArabahmetPaşa Mosque and XIX. Century Traditional Turkish Houses have taken place in its texture. The historical street texture saw its most important formation and development process during the British period. Besides many buildings with shops on the ground floor and houses on the upper floors built during this period, concrete buildings of shops and houses, three-floor apartments built towards the end of this period contributed to the shaping of the street. The Catholic Church within the present day historical texture of the street was also built during the British period, and forms the border of the street at its south end. During the Republic of Cyprus period, which began in 1960, concrete shops and houses were built in place of buildings tumbling down, and the development of the street texture continued. However, because of the political strife between the communities in Cyprus, the demographical profile of the street changed and this historical texture was neglected. Later, some of the Traditional Turkish House style buildings were renovated withfunding from the United Nations and became functional.The aim of this study is to analyze the formation and development of Victoria Street, which is an important cultural heritage within the historical texture of the walled city of Nicosia, through various historical periods, and to establish the physical and social status and its important place in the city beginning with the first construction of the street texture to the present. Information was gathered from written and visual resources for the study using a qualitative research method. The street texture was examined with a field study and photographed.

Urban arterials are both promising and problematic locations for infill development and urban revitalization. San Pablo Avenue, a multilane urban arterial traversing nine cities and two counties along the eastern shore of San Francisco Bay in California, is considered here. The road developed over a long period: first as a streetcar line, then as an inter-city automobile route, and most recently as a subregional traffic and transit route. Land uses from each of these transportation eras are still present along the avenue and range from neighborhood retail to automobile-oriented strip development. Recent transit service improvements and a strong housing market are leading to new developer interest in San Pablo Avenue. Findings are reported from interviews with 11 developers who recently built infill housing and mixed-use projects on or near the arterial. Developers see San Pablo Avenue's accessibility as a major asset but view transit services as a bonus instead of a necessity; transit availability allows developers to argue for reduced transportation impact fees and reduced parking requirements. Other aspects of the arterial's design, including high speeds and unattractive streetscapes, are problematic, as are zoning ordinances that require high parking ratios, large setbacks, and lengthy, discretionary approval processes. Small land parcels, incompatible adjacent uses, and high development costs are also drawbacks but, with creative development, are manageable. Local governments could provide incentives for private development along arterials such as San Pablo Avenue by improving street designs, reducing parking requirements, and updating zoning codes and approval processes.

Despite significant focus from engineers and planners on the issue of traffic congestion, much less consideration has been given to the converse issue – at what point is too much land allocated to paved streets? This study was prompted by concerns about the negative fiscal, environmental, equity, and safety impacts of excess pavement in the Dallas-Fort Worth metroplex. For streets with low utilization relative to traffic volume, repurposing some of this public space could improve fiscal sustainability, environmental resiliency, and equity in transportation infrastructure, and reduce traffic violence. The analysis defines and identifies streets segments in the North Central Texas Council of Governments (NCTCOG) planning region with the lowest ratio of vehicle traffic to design capacity, categorizing the lowest decile as having excess pavement. The most urban counties in the region (Dallas and Tarrant) have the highest share of excess pavement. Dallas County is particularly overrepresented, with 37% of the region's total excess lane-miles. Frontage roads and minor arterials are overrepresented in the subset of street segments with excess pavement (17% and 45.6% of excess pavement lane-miles vs. 4.9% and 38.9% of all lane-miles in the region, respectively). After incorporating street-level collision data, the majority of overbuilt and dangerous streets in the metroplex (for both fatal and non-fatal collisions) are located in Dallas County.

The California Air Resources Board mandated the production of zero-emission vehicles (ZEVs) starting in 1998. Other states may follow. Among the types of vehicles that may satisfy the requirements of this mandate are small, neighborhood electric vehicles (NEVs) that would be used in urban areas and on collector and arterial streets for a wide range of short trips. Although NEVs hold the potential for large energy and environmental benefits, their introduction is hindered by two institutional barriers. The first of these is the federal safety standards designed for full-sized, gasoline-powered automobiles. The second is the California ZEV regulations that may not award ZEV credits to manufacturers for all vehicles certified as ZEVs, particularly very small NEVs. Also there are important inconsistencies in the vehicle definitions used in these and other regulations and vehicle codes. This has created confusion with regard to their applicability to various small vehicle designs. The history of legislative rule making as it relates to small vehicles is explored, and possible strategies for overcoming these regulatory barriers to the production and sale of NEVs are discussed.

The California Air Resources Board mandated the production of zero-emission vehicles (ZEVs) starting in 1998. Other states may follow. Among the types of vehicles that may satisfy the requirements of this mandate are small, neighborhood electric vehicles (NEVs) that would be used in urban areas and on collector and arterial streets for a wide range of short trips. Although NEVs hold the potential for large energy and environmental benefits, their introduction is hindered by two institutional barriers. The first of these is the federal safety standards designed for full-sized, gasoline-powered automobiles. The second is the California ZEV regulations that may not award ZEV credits to manufacturers for all vehicles certified as ZEVs, particularly very small NEVs. Also there are important inconsistencies in the vehicle definitions used in these and other regulations and vehicle codes. This has created confusion with regard to their applicability to various small vehicle designs. The history of legislative rule making as it relates to small vehicles is explored, and possible strategies for overcoming these regulatory barriers to the production and sale of NEVs are discussed.

Testimony issued by the General Accounting Office with an abstract that begins "Buses form the backbone of the nation's mass transit systems. About 58 percent of all mass transit users take the bus, and even in many cities with extensive rail systems, more people ride the bus than take the train. In recent years, innovative Bus Rapid Transit systems have gained attention as an option for transit agencies to meet their mass transit needs. These systems are designed to provide major improvements in the speed, reliability, and quality of bus service through barrier-separated bus-ways, high-occupancy vehicle lanes, or reserved lanes or other enhancements on arterial streets. The characteristics of Bus Rapid Transit systems vary considerably, but may include (1) improved physical facilities or specialized structures such as dedicated rights-of-way; (2) operating differences such as fewer stops and higher speeds; (3) new equipment such as more advanced, quieter, and cleaner buses; and (4) new technologies such as more efficient traffic signalization and real-time information systems. This testimony, which updates a report GAO issued in September 2001, provides (1) information on federal support for Bus Rapid Transit systems and (2) an overview of factors affecting the selection of Bus Rapid Transit as a mass transit option."

Testimony issued by the General Accounting Office with an abstract that begins "The Federal Transportation Administration's (FTA) New Starts Program helps pay for designing and constructing rail, bus, and trolley projects through full funding grant agreements. The Transportation Equity Act for the 21st Century (TEA-21), authorized $6.1 billion in "guaranteed" funding for the New Starts program through fiscal year 2003. Although the level of New Starts funding is higher than ever, the demand for these resources is also extremely high. Given this high demand for new and expanded transit facilities across the nation, communities need to examine approaches that stretch the federal and local dollar yet still provide high quality transit services. Although FTA has been faced with an impending transit budget crunch for several years, it is likely to end the TEA-21 authorization period with $310 million in unused New Starts commitment authority if its proposed fiscal year 2003 budget is enacted. Bus Rapid Transit is designed to provide major improvements in the speed and reliability of bus service through barrier-separated busways, buses on High Occupancy Vehicle Lanes, or improved service on arterial streets. GAO found that Bus Rapid Transit was a less expensive and more flexible approach than Light Rail service because buses can be rerouted more easily to accommodate changing travel patterns. However, transit officials also noted that buses have a poor public image. As a result, many transit planners are designing Bus Rapid Transit systems that offer service that will be an improvement over standard bus service (see GAO-02-603)."

This research seeks to identify the potential of local community to support the development of productive landscape in Yogyakarta City. It hypothesizes the important roles of ecological perception, aesthetical perception, economics perception of productive plant, social-cultural perception, the role of social organization and the status of house ownership that would assist productive landscape development. This paper contributes to the importance of productive landscape development through community participation. The road/street location was chosen with purposive sampling by considering the characteristics of the arterial roads and local streets. Five arterial roads and five local streets were determined as the locations. The field survey method, with semi-structured questionnaires, was employed to obtain the primary data. The residences in arterial roads and local streets were selected by the linear systematic random sampling and the respondents participating in this study were 160 persons. The results have shown that the perception of residents depends on the experiences of their situation. The majority of residents have disclosed the low response on economical perception of productive landscape development in the greenery. The development of productive landscape is influenced by the ecological, aesthetical and socio-cultural perceptions of the residents living nearby the arterial roads. Meanwhile, the residents of local streets have a different perception of productive landscape development, which is influenced by ecological and aesthetical perceptions. The collaboration between government and community should be made to develop the efforts to grow and manage the vegetations along the roadsides of the city.

The United States hosts countless streets, structures, and cities named after colonial and military leaders. Although many of these white historical figures, like Robert E. Lee, were revered in their own eras, modern history now acknowledges their involvement in immoral acts such as slavery and genocide. As they recognize that individuals responsible for such traumatic events should no longer be honored, the citizens of many towns and cities across the nation are attempting to rename their public properties. These efforts, however, rarely prove straightforward; the process of renaming a single road, for example, requires a thorough understanding of city ordinances and codes, coordination between various government entities, strong public support, and collaboration between multiple community stakeholders. This case study highlights and examines such critical components of the renaming of a road in the City of Spokane, Washington. Named after a mid-1800s U.S. military leader who contributed to the genocide of Native Americans and the slaughter of hundreds of their horses, Fort George Wright Drive had served as a mile-long arterial in Spokane for more than 34 years. Although both local Native Americans and other Spokane community members had attempted several times since the 1990s to change the name of the road, their efforts did not finally lead to success until December of 2020. This report also elucidates how Tribal community activism remains uniquely tied to Native culture. Tribal members from the surrounding reservations and Natives living in the City utilized Tribal art, oral history, as well as Tribal songs to advocate for change. These Indigenous songs have been passed down for the 168 years since the hanging of Tribal warriors by Colonel Wright in 1858. To change the name of the road, Natives and white allies also took more tangible actions: projecting messages on buildings, writing letters, organizing meetings, coordinating teach-ins, and staging rallies/marches. This study documents how extensive organizing between the Spokane Tribe, other local Tribes, the Spokane City Council, the Spokane City Plan Commission, and community activists ultimately led to the renaming of Fort George Wright Drive to "Whistalks Way." Whis-talks was the daughter of Chief Polatkin and wife of Qualchan. She rode alongside her husband into battle and carried the medicine eagle feather staff into the U.S. military post to parley. The Spokane Tribe selected Whis-talks, later adapted to "Whistalks" without the hyphen, to not only honor women warriors of the battlefields of the 1800s, but to also honor the Spokane Tribal women of our families today. With this new name, the Spokane Tribe honors the female warriors who daily fight to protect and preserve our culture, our lifeways, our families, our lands, our environment, and our Tribe. Further, this report will illustrate the critical role that timing of elections and nationwide events can play in such efforts, particularly when coinciding with nationwide events.

The United States hosts countless streets, structures, and cities named after colonial and military leaders. Although many of these white historical figures, like Robert E. Lee, were revered in their own eras, modern history now acknowledges their involvement in immoral acts such as slavery and genocide. As they recognize that individuals responsible for such traumatic events should no longer be honored, the citizens of many towns and cities across the nation are attempting to rename their public properties. These efforts, however, rarely prove straightforward; the process of renaming a single road, for example, requires a thorough understanding of city ordinances and codes, coordination between various government entities, strong public support, and collaboration between multiple community stakeholders. This case study highlights and examines such critical components of the renaming of a road in the City of Spokane, Washington. Named after a mid-1800s U.S. military leader who contributed to the genocide of Native Americans and the slaughter of hundreds of their horses, Fort George Wright Drive had served as a mile-long arterial in Spokane for more than 34 years. Although both local Native Americans and other Spokane community members had attempted several times since the 1990s to change the name of the road, their efforts did not finally lead to success until December of 2020. This report also elucidates how Tribal community activism remains uniquely tied to Native culture. Tribal members from the surrounding reservations and Natives living in the City utilized Tribal art, oral history, as well as Tribal songs to advocate for change. These Indigenous songs have been passed down for the 168 years since the hanging of Tribal warriors by Colonel Wright in 1858. To change the name of the road, Natives and white allies also took more tangible actions: projecting messages on buildings, writing letters, organizing meetings, coordinating teach-ins, and staging rallies/marches. This study documents how extensive organizing between the Spokane Tribe, other local Tribes, the Spokane City Council, the Spokane City Plan Commission, and community activists ultimately led to the renaming of Fort George Wright Drive to "Whistalks Way." Whis-talks was the daughter of Chief Polatkin and wife of Qualchan. She rode alongside her husband into battle and carried the medicine eagle feather staff into the U.S. military post to parley. The Spokane Tribe selected Whis-talks, later adapted to "Whistalks" without the hyphen, to not only honor women warriors of the battlefields of the 1800s, but to also honor the Spokane Tribal women of our families today. With this new name, the Spokane Tribe honors the female warriors who daily fight to protect and preserve our culture, our lifeways, our families, our lands, our environment, and our Tribe. Further, this report will illustrate the critical role that timing of elections and nationwide events can play in such efforts, particularly when coinciding with nationwide events.

A letter report issued by the General Accounting Office with an abstract that begins "To make buses a more reliable and effective high-speed transit alternative, a new concept-- Bus Rapid Transit--proposes (1) running buses on highways exclusively for them or on HOV lanes or (2) improving service on busier routes on city streets. Federal support for Bus Rapid Transit projects may come from several different sources, including the Federal Transit Administration's New Starts, Bus Capital, and Urbanized Area Formula Grants programs, but its use is constrained. Two Bus Rapid Transit projects have received about $831 million in funding commitments from the current New Starts Program. Few additional Bus Rapid Transit projects will likely receive funding commitments under the current New Starts Program, which expires in 2003, because few Bus Rapid Transit projects are ready to compete for funding; many projects are eligible to compete for the $462 million that is projected to remain available for fiscal year 2003; and some types of Bus Rapid Transit projects are ineligible for New Starts funding because projects are required to operate on separate right-of-ways for the exclusive use of mass transit and high-occupancy vehicles. The Bus Rapid Transit systems generally had lower capital costs per mile than did the Light Rail systems in the cities GAO reviewed, although neither system had a clear advantage in operating costs. Precise operating cost comparisons for Bus Rapid Transit and Light Rail systems within and between cities are difficult because of differences among transit agencies, transit systems, and how they account for costs. The performance characteristics also varied widely, with the largest Bus Rapid Transit system ridership about equal to the largest Light Rail ridership. Each program offers various advantages and disadvantages. Bus Rapid Transit provides a more flexible approach than light rail because buses can be routed to eliminate transfers; buses can operate on busways, HOV lanes, and city arterial streets; and the Bus Rapid Transit concept can be implemented in stages. However, transit officials repeatedly said that buses have a poor public image."