Transportation represents a highly salient component of daily life, influencing an individual’s livelihood and activities he/ she can accomplish (Trafas, 2015). The County of Los Angeles has been facing its third big transport crisis within the span of a hundred years. That is, it is the third time in this period that transportation issues have topped the county’s agenda. The crisis has been viewed as a matter of great urgency by concerned authorities and has been experiencing a very high degree of public concern and awareness. Also, whilst the factors contributing to the present traffic crisis have been deemed as akin to past crises’ contributing factors, the reactions of current public policy making authorities differ from the responses of previous policy makers in the sense that, currently, traffic congestion is being dealt with using other means besides major highway expansions (Wachs, 1993).
Ever since the past four decades, traffic growth rate has surpassed population growth rate. Though the traffic spurt of the 1920s may be attributed to the introduction of cars and their acquisition by a swiftly growing segment of the population, and that of the 1950s may be credited to suburban development and the pent up automobile demand depressed artificially by twenty years of war and economic depression, the increased traffic congestion during the 1970s and 1980s have been traced back to relatively different sources. Of late, vehicle ownership has augmented to such an extent that one will find two or more registered vehicles for every licensed driver within Los Angeles County (Wachs, 1993).
Most individuals in the US tend to use their private automobiles during the rush hour, for the following two key reasons: Firstly, the major part of the American population resides in areas of low population density which are not effectively served by public transit. Secondly, private automobiles are more private, comfortable, and convenient when timing...
References
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Eidlin, E. (2010). What density doesn’t tell us about sprawl. Access 37, 2–9.
LADCP. (2014). Mobility plan 2035. Retrieved from https://planning.lacity.org/Cwd/GnlPln/MobiltyElement/Text/MobilityPlan_2035.pdf
Newton, D. (2010). Density, car ownership, and what it means for the future of Los Angeles. Retrieved from http://la.streetsblog.org/2010/12/13/density-car-ownership-and-what-it-means-for-the-futureof-los-angeles/
Trafas, V. (2015). An analysis of the Los Angeles metropolitan transportation authority ’s ability to achieve sustainability as defined by the transportation index for sustainable places. (Master’s Thesis, University of San Francisco). Retrieved from https://repository.usfca.edu/cgi/viewcontent.cgi?article=1144&context=capstone
Wachs, M. (1993). Learning from Los Angeles: Transport, urban form and air quality. (Working Paper, University of California at Los Angeles). Retrieved from http://citeseerx.ist.psu.edu/viewdoc/download?doi=10.1.1.294.1982&rep=rep1&type=pdf
Government The Trafficking Victims Protection Reauthorization Act Final Project / Dissertation Degree: Juris Doctorate Specialized Major: Specialization: Constitutional Law Full Address: The Trafficking Victims Protection Reauthorization Act This paper reviews the rights and protection that a state and federal government official provides to citizens that have been the subject of human trafficking crimes. Citizens need the protection of the police and other law enforcement officials to report human trafficking crimes and to protect and assist those that need
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