Bus service is faster for everyone if stops are about a quarter mile apart instead of crammed close together.

Downtown Bridgeport, Connecticut, lost 20 percent of its taxable land when highways came through. That's just the beginning.

People on bikes finally have some space of their own on the Detroit-Superior Bridge. The outer eastbound lane is being converted into a bike lane, linking downtown Cleveland to two thriving retail districts and two large public housing complexes.

Millions of dollars that should have gone toward building safer sidewalks or bike lanes near schools were instead forfeited by state DOTs that couldn't get their acts together.

In removing a guerrilla safety improvement, San Antonio officials acted with the kind of swiftness that they've never displayed in response to the city's staggering pedestrian death rate.

While Singapore is unique in some respects, it's also responding to the same pressures that face any urbanized area of sufficient size. Cars don't fit.

Last week, Mayor Megan Barry unveiled a $5.2 billion transit plan [PDF], dubbed "Let's Move Nashville," to improve access to reliable transit and reduce car-dependence.

The same design features that kill and maim pedestrians are what automakers rely on to appeal to consumers.

Pittsburgh has long operated a system of exclusive transitways where only buses are allowed. But once those busways get to downtown streets, the transit priority disappears and bus riders are mired in traffic.

You have until November 6 to urge U.S. DOT to preserve climate accountability in transportation policy.

While tailpipe emissions have been lowered across the board, racial disparities persist in exposure to fine particles from motor vehicles.

The photos don't lie -- these protesters actually called some new stripes on the street a "Nazi lane."