Todd Litman

@toddlitman

I am a transport and land use policy analyst. I love doing research about ways to make communities healthier, wealthier and wiser at the Victoria Transport Policy Institute (www.vtpi.org)

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Todd Litman@toddlitman· 7d

BETTER TRANSIT COWICHAN RALLY Cowichan Transit Riders meet and greet rally this Friday, 7 August, Noon – 2:00 pm, Duncan City Square www.facebook.com/events/duncan-city-square/rally-for-transit/1016503284576644 I will attend – you can too! Please share this information with anybody interested.

Todd Litman@toddlitman· 22d

USDOT claims "Drivers paying taxes and vehicle fees expect their dollars to be reinvested into our roads, not social initiatives" (lnkd.in/grPRC_NT). User fees pay less than half of roadway costs, a $600 annual subsidy per car. “Roadway Costs, User Revenues & Cost Recovery” (www.vtpi.org/rcrt.pdf).

Since 1960, roadway spending per vehicle-mile declined by half and user revenues declined by two-thirds, so user fees now only fund about half of roadway spending. “Roadway Costs, User Revenues and Cost Recovery Trends” (www.vtpi.org/rcrt.pdf)

Todd Litman@toddlitman· 26d

The most erotic human organ is our feet! Walkability = better romance, love & relationships according to "Planning for Love: Urban Form and its Impacts on Modern Dating," by Hannah Kosoff, recent masters thesis (doi.org/10.7916/aab5-vt02), and Planetizen blogs (tinyurl.com/ktmc6bnf).

The most erotic human organ is our feet! The key to successful romance is a walkable neighborhood. Who would have thought?

That is the conclusion of new research, "Planning for Love: Urban Form and its Impacts on Modern Dating," by Hannah Kosoff, described in her recent masters thesis (doi.org/10.7916/aab5-vt02), and three Planetizen new blogs (https://tinyurl.com/ktmc6bnf).

Kosoff found that walkability tends to improve romance. Specifically, people seeking romantic partners tend to be more successful and satisfied if they live in compact, walkable neighborhoods. They are more likely to meet potential partners in public spaces, more likely to find community events to meet new people, more likely to report that the design of their neighborhood encourages social interaction, while those who live in sprawled, auto-dependent areas are more likely to be dissatisfied with their opportunities to meet potential partners in person and use on-line dating more than optimal.

She concludes, “The most romantically alive cities in the world were likely not designed with dating as their primary goal, what many of them seem to have prioritized was walkability, placemaking, and vibrant public life, and it is precisely those qualities that appear to create the conditions from which romantic connection can grow.”

This is consistent with other research showing that non-auto travel results in more positive social interactions (see attached graph) and more compact, mixed walkable neighborhoods have more community cohesion and less isolation. I incorporated this research into my reports, "Planning for Quality of Life: Considering Community Cohesion and Related Social Goals" (https://vtpi.org/cohesion.pdf).

Todd Litman@toddlitman· 27d

Better planning = health and happiness! Research described in "Live Long and Prosper: Local Policies for Improving Children’s Health, Success and Happiness" (www.vtpi.org/llp.pdf) shows the U.S. is inefficient at delivering happiness; residents in other countries achieve more happiness per dollar.

Better planning = health and happiness!

My recent research, described in "Live Long and Prosper: Local Policies for Improving Children’s Health, Success and Happiness" (www.vtpi.org/llp.pdf) shows that the U.S. is inefficient at delivering happiness; residents in other countries achieve more happiness per dollar of income. The research suggests that this results from a combination of high living costs, longer working hours, poor health outcomes, inadequate physical activity and social isolation, all problems New Urbanism helps reduce.

This is particularly important for moderate income families with children. Conventional child-raising advice reflects a consumerist perspective which assumes that children’s health, success and happiness require costly goods such as homes with private yards in desirable neighborhoods, family-size vehicles, childcare, healthcare, college savings, and sometimes private schooling. Suburban families are even expected to purchase cars for their teenagers. This assumes that family income is the most important factor affecting children’s wellbeing. For example, an internet search for “what does it cost to raise a child/family in America?” finds various estimates including the MIT Living Wage Calculator's $80,000 for a family to “get by,” and an Urban Institute report that estimates a family needs to earn at least $132,400 to be economically secure. This, of course, implies that most parents are economic failures and must work even harder to provide for their children.

The report's economic analysis indicates that multifamily housing with unbundled parking in compact, multimodal neighborhoods can reduce housing and transportation costs 20-50%, providing savings that can allow parent to reduce their working hours, childcare costs and tax burdens, and qualify families for lower healthcare costs, greatly reducing the costs of raising healthy, happy and successful children.

Todd Litman@toddlitman· Jun 26

My research finds that conventional traffic congestion cost studies are highway industry propaganda. I want help finalizing this research. Please review the following report and send me your comments (litman@vtpi.org). "Congestion Costing Best Practices" (www.vtpi.org/ITED_congestion.pdf).

This figure adjusts UMR and GST congestion cost estimates to reflect realistic baseline speeds, exposure and time values, averages costs per capita rather than per motorist, and adds non-commute delays. This indicates that those studies significantly overestimate congestion costs.

Congestion Costing Best Practices (www.vtpi.org/ITED_congestion.pdf). This report identifies best practices for evaluating congestion costs and congestion reduction strategies. It examines key costing factors including metrics (how congestion is measured), baseline speeds, traffic data accuracy, congestion exposure, the treatment of off-peak speed changes, travel time valuation, accessibility analysis, additional impacts (fuel, crash and emission costs, plus walkability and economic development), congestion dynamics, social equity impacts, and research standards. It discusses how these factors influence cost estimates and describes best practices based on expert recommendations. It identifies common congestion cost study biases and discusses their impacts. This report is more comprehensive and current than most previous studies.

Todd Litman@toddlitman· Jun 22

Our local urban book group will discuss "Homelessness is a Housing Problem" (homelessnesshousingproblem.com) by Gregg Colburn & Clayton Page Aldern this Wednesday, June 24, 2026, 7-8pm at The Dock, 722 Cormorant Street in downtown Victoria. Also see "Learning from Montreal" (vtpi.org/montreal.pdf)

Todd Litman@toddlitman· Jun 17

“Comparing Transportation Expenditures and Revenues in British Columbia” (www.vtpi.org/ctebc.pdf) shows that most transportation infrastructure dollars are still devoted to highways and their costs are subsidized; motorists only pay about 30% of roadway costs through user fees.

Governments only spend about $100 annually on sidewalks and bikeways. Public transit operating subsidies are small, although the government is currently making large investments in urban transit projects. Roads receive the most public spending: governments spend about $1,000 annually per capita on roads of which only $300 are funded by user fees.

Todd Litman@toddlitman· Jun 2

My new research, summarized in the "Congestion Costing Research Slideshow: New Insights and Better Solutions" (vtpi.org/ccrs.pdf ). If you dislike congestion, your best solution is to live in a small city, or in a compact, multimodal urban neighborhood where you can minimize urban-peak driving.

My new research, summarized in the "Congestion Costing Research Slideshow: New Insights and Better Solutions" (https://vtpi.org/ccrs.pdf ) and detailed technical reports shows that most studies studies greatly exaggerate congestion costs and roadway expansion benefits.

However, I don't want to dismiss these costs. I personally dislike driving in congestion and am frustrated when buses are delayed. This research identifies efficient, fair and effective solutions.

If you dislike congestion, your best solution is to live in a small city, or in a compact, multimodal urban neighborhood where you can minimize urban-peak driving. Central neighborhood residents spend about half as much time commuting as workers in auto-dependent, urban fringe locations, as illustrated in the Commute Duration Dashboard map below. This is particularly true for people with caregiving responsibilities who would need to spend time chauffeuring non-drivers if they live in an auto-dependent, sprawled areas. Most congestion cost studies only compare urban regions rather than neighborhoods, so they provide no practical guidance for choosing a home or lifestyle that minimizes congestion exposure.

This research (https://www.vtpi.org/cong_relief.pdf) indicates that multimodal planning, TDM incentives, and Smart Growth strategies can quickly and efficiently reduce congestion and provide other benefits. Their impacts tend to be synergistic; they become more effective if applied together. Roadways should not be expanded until all low-cost, high-benefit solutions have been fully implemented. Current evaluation practices, which only measure impacts on motorists, overlook the congestion costs avoided when travellers use non-auto modes, which tends to undervalue the quickest, cheapest and most beneficial congestion solutions.

I'm tired of motorists complaining about traffic congestion; they are responsible for it. What do you think?

Todd Litman@toddlitman· Jun 1

On Wednesday I will present a conference paper "Victoria Region Travel Trends: Surveys Show Progress Toward Community Goals" (vtpi.org/vrtt_3June20...), based on my report, "Good News from the 2022 CRD Travel Survey" (www.vtpi.org/CRDts.pdf ). How should we respond to changing travel demands?

Todd Litman@toddlitman· Apr 21

Here is information from my latest report:
"Congestion Costing Critique: Critical Evaluation of Traffic Congestion Costing Studies" (www.vtpi.org/UMR_critique.pdf)

The graph below compares Urban Mobility Report (UMR) and Global Traffic Scorecard (GTS) estimates with results using best practices. The “realistic” estimates reflect the analysis methods recommended by many experts which indicate that delay cost estimates are typically 4-8 times higher than deadweight loss cost estimates. Of course, congestion costs vary widely depending on individuals and trips. Some motorists would happily pay thousands of dollars in additional annual taxes to reduce congestion in their community, and many would happily pay tolls to avoid congestion on some trips, but these are exceptions; evidence indicates that for most trips motorists would rather save money than small amounts of travel time.

Todd Litman@toddlitman· Apr 13

Cheap fuel is economically harmful; productivity increases with fuel prices, illustrated here, because expensive fuel increases transport system efficiency. “Mobility-Productivity Paradox” (www.vtpi.org/ITED_paradox.pdf) and “Appropriate Response to Rising Fuel Prices” (www.vtpi.org/fuelprice.pdf).

Low fuel prices are economically harmful overall; per capita economic productivity tends to increase with fuel prices, as illustrated here, because more expensive fuel increases transportation system efficiency. “The Mobility-Productivity Paradox” (www.vtpi.org/ITED_paradox.pdf).

These issues are discussed in my report, “Appropriate Response to Rising Fuel Prices” “Appropriate Response to Rising Fuel Prices” (www.vtpi.org/fuelprice.pdf), Professor David Levinson’s recent blog, “Transport Solutions to the Energy Crisis” (https://transportist.org/2026/03/30/transport-solutions-to-the-energy-crisis) and a report I co-wrote for the New Zealand Transportation Agency a few years ago, “Managing Transport Challenges When Oil Prices Rise (www.nzta.govt.nz/assets/resources/research/reports/357/docs/357.pdf).

My report Roadway Costs, User Revenues and Cost Recovery Trends (https://vtpi.org/rcrt.pdf) shows that road user fees pay a declining portion of roadway expenses so more than half of these costs are subsidized by non-users, and my report, “The Mobility-Productivity Paradox” (www.vtpi.org/ITED_paradox.pdf) show that low fuel prices are economically harmful overall; per capita economic productivity tends to increase with fuel prices, as illustrated below, because more expensive fuel increases transportation system efficiency as discussed in my recent column, “The Future Belongs to the Efficient” (www.planetizen.com/blogs/136966-dear-trump-future-belongs-efficient).

Todd Litman@toddlitman· Apr 10

You probably work too hard! Graph from "Live Long and Prosper" (www.vtpi.org/llp.pdf) shows a negative relationship between life satisfaction and work hours. Americans have low satisfaction relative to income; we work more than optimal. We need new economics that maximizes happiness per dollar.

Graph from "Live Long and Prosper" (www.vtpi.org/llp.pdf) shows a negative relationship between life satisfaction and work hours. Americans have low satisfaction relative to income; we work more than optimal.

Todd Litman@toddlitman· Apr 9

HELP LAUNCH THE PUBLIC TRANSIT ALLIANCE of BC! April 28, 6pm - online The Public Transit Alliance of BC (transitalliancebc.ca) is a new coalition of advocacy groups working to build better public transportation for everyone in BC. Please help spread the word! Register: tinyurl.com/2awwv2yt

HELP LAUNCH THE PUBLIC TRANSIT ALLIANCE of BC!

We’re excited to announce the Public Transit Alliance of BC (https://transitalliancebc.ca), a new coalition of advocacy groups to build better public transportation for everyone in British Columbia.

The Alliance envisions a British Columbia where everyone can get where they need to go safely, reliably, affordably, and accessibly, with care, comfort, and connection.

Join our launch event to hear from speakers, learn about the Alliance's goals, and be part of this determined new chapter for transportation equity in BC. You will also get a first look at our inaugural campaign — find out how your voice, skills, experience, and networks can help.

Please help spread the word - share this invitation with your networks. We're looking for allies, advocates, and amplifiers at every level.

Register: https://westcoastclimateaction.ca/launch-public-transit-alliance-bc-register

Todd Litman@toddlitman· Apr 8

Walkable neighborhoods are the foundation of an efficient, equitable and healthy community. Denver's Sidewalk Implementation Plan (lnkd.in/gbBaJGPs) treats sidewalks like other transport infrastructure. Also see "Completing Sidewalk Networks: Benefits and Costs" (www.vtpi.org/csn.pdf ).

Todd Litman@toddlitman· Apr 7

Montreal proves that North American cities can become affordable by encouraging middle-density infill. This graph compares average asking rents for two-bedroom apartments in Canadian cities converted to U.S. dollars. Half of all apartments rent for less than US$1,200 per month. C'est bon!

Montreal proves that North American cities can become affordable by encouraging middle-density infill. Its neighborhoods are compact, mixed and multimodal, making it easy to live car-free.

This graph compares average asking rents for two-bedroom apartments in Canadian cities converted to U.S. dollars (data from https://lnkd.in/gWa7HR35). In Montreal, half of all apartments currently rent for less than US$1,200 per month.

For guidance see, "Build the Middle Playbook" (https://lnkd.in/g_7AaFA7) by Zillow and the Casita Coalition. It is a snapshot of best practices and successful strategies collected from around the United States, Canada, and beyond for inspiration.

My report, "Learning from Montreal: An Affordable and Inclusive City; Leçons de Montréal : Une Ville Abordable et Inclusive (https://lnkd.in/gyCyQxkp) provides more information.

Todd Litman@toddlitman· Apr 6

Bicycling increases and crash rates decline in cities that invest in cycling infrastructure. Ralph Buehler, J. Pucher, et al. (2026), "Cycling in New York, London, Paris, and Berlin" International Journal of Sustainable Transport (www.tandfonline.com/doi/epdf/10.1080/15568318.2026.2649315)

Todd Litman@toddlitman· Mar 31

TV news interviewed me about vehicle trends "More cars than people added to CRD between 2024-25" (lnkd.in/gxY-ft_z.). Overall, per capita driving declined as discussed in "Good News from CRD Travel Survey" (www.vtpi.org/CRDts.pdf ) and "Active Transport Talking Points" www.vtpi.org/CRD_AT_TP.pdf

Todd Litman@toddlitman· Mar 24

The Rocky Mountain Institute's Smarter MODES Calculator quantifies benefits of vehicle travel reductions. It now includes parking cost savings based on my report, "Comprehensive Parking Supply, Cost and Price Analysis" (www.vtpi.org/pscp.pdf). More multimodal planning benefits everybody!

The RMI Smarter MODES Calculator quantifies benefits of climate-friendly transportation options.

Todd Litman@toddlitman· Mar 18

Does wealth increase health, success and happiness? What about automobile travel? Only up to a point as discussed in my updated report, "Planning for Quality of Life: Considering Community Cohesion and Related Social Goals" (www.vtpi.org/cohesion.pdf) Plan communities for health and happiness!

Todd Litman@toddlitman· Mar 12

This article uses my costing research: “Triple-Win Potential of Sustainable Mobility,” Cities (doi.org/10.1016/j.ci...). Estimates a third of Montreal car commutes could shift to sustainable alternatives, providing $3.7 to $7.0 billion total annual savings and benefits. Less driving, more value!

“Triple-Win Potential of Sustainable Mobility,” Cities (https://doi.org/10.1016/j.cities.2026.106917).

Todd Litman@toddlitman· Feb 27

Next Tuesday Saanich Council will consider Active Transport program funding cuts. My new slideshow, "Active Transportation Investment Talking Points" (www.vtpi.org/CRD_AT_TP.pdf), supports sidewalk and bikeway investments, particularly in Saanich. Lobby for better walking & biking travel!

Todd Litman@toddlitman· Feb 5

Good news! No highway expansion through Goldstream Park! This is an opportunity. Public transit is much safer than driving as these graphs show (www.vtpi.org/safer.pdf). Please ask your MLA to shift funds from road expansions to frequent and affordable bus service. news.gov.bc.ca/releases/202...

Per-mile traffic fatality rates are higher in rural than urban areas, and much higher for automobile than transit. Rail and bus passengers have very low risk, and transit imposes much less accident risk on other road users. As a result, total (all mode) crash rates tend to decline as transit travel increases in a community. (www.vtpi.org/safer.pdf)

Traffic fatalities decline with more transit travel. U.S. cities that average more than about 50 annual transit trips or 200 passenger-miles per capita have less than half the total (all mode) traffic fatality rates as regions with less than 30 trips or 100 passenger-miles. The 0.341 R2 value indicates a fairly strong statistical relationship. (www.vtpi.org/safer.pdf)

Todd Litman@toddlitman· Feb 2

"How a Small Canadian City Tripled Cycling Rates in Just 11 Years" video describes how bikeways increase biking in Victoria, BC. My report, "Good News from the 2022 CRD Travel Survey" (www.vtpi.org/CRDts.pdf) provides more evidence. Many people want to drive less and bike more, but need bikeways.

CRD Non-Auto Travel Trends (www.vtpi.org/CRDts.pdf)

Reduced Driving (www.vtpi.org/CRDts.pdf)

Per Capita Driving is Declining (www.vtpi.org/CRDts.pdf)

Todd Litman@toddlitman· Dec 2

My latest study: "Traffic Speed Versus Roadway Capacity" (www.vtpi.org/tsrc.pdf). This short Note reviews research on the relationships between traffic speeds and roadway capacity, and identifies speeds that maximize traffic throughput. Moderate speeds tend to maximize efficiency. Comments?

Since faster traffic requires more shy distance (separation) between vehicles, roadway capacity declines as speeds increase. Under optimal (dry, clear and level) conditions capacity typically peaks at 25-35 mph (40-60 kph) on urban arterials and 35-50 mph (60-80 kph) on grade-separated highways, reflecting LOS C-D. (www.vtpi.org/tsrc.pdf)

Todd Litman@toddlitman· Nov 26

"Road Cost Recovery Trends" (vtpi.org/rcrt.pdf) This short study calculates the portion of US roadway expenditures paid by fuel taxes and tolls. Most local road costs and a growing portion highway costs are funded by general taxes; user fees now cover less than half of road spending.

Although user fees once funded most highway expenses, local roadway spending, which represent about 27% of total road costs, are primarily funded by general taxes, and during the last six decades total inflation-adjusted roadway spending increased much more than user revenues so, user fees now finance less than half of total road spending. (https://vtpi.org/rcrt.pdf)

Per vehicle roadway expenditures and user revenues declined, while annual subsidies increased from less than $400 in the 1970s to more than $500 now. (www.vtpi.org/rcrt.pdf)

Between 1960 and 2023 roadway spending per vehicle-mile declined 43% and user revenues 63%. (www.vtpi.org/rcrt.pdf)

Todd Litman@toddlitman· Aug 27

"Parking: The Dark Matter of the Urban Universe" (www.planetizen.com/blogs/135767...) generated debate on the ITE website. Critics assume that vehicle ownership is growing, but it peaked and is declining. See "They Future Isn't What it Used to Be" (www.vtpi.org/future.pdf) Less parking is needed!

US Vehicles Per Capita Trends (https://www.vtpi.org/future.pdf)

US Vehicles Per Household Trends (www.vtpi.org/future.pdf)

Todd Litman@toddlitman· Aug 12

US cities are safe! Urban crime rates plummeted during the last thirty years, especially in large cities, illustrated below. New York is particularly successful. Unfortunately, most people don't know this; their perceptions are outdated. See "A New Transit Safety Paradigm" (www.vtpi.org/safer.pdf).

Violent crime rates declined significantly during the last three decades, particularly in large cities, which has nearly eliminated what was previously a large disparity in crime rates between cities, suburbs and rural areas. Similar declines occurred with property crimes. Most people are unaware of these trends, resulting in excessive fear of city crime risk. (www.vtpi.org/safer.pdf)

Although violent crime rates declined from 80 per 1,000 residents in 1992 down to 20 in 2014, crime perception increased between 2000 and 2014. (www.vtpi.org/safer.pdf)

New York City has a very low crime rate, slightly above the national average but much lower than most other large- and medium-size cities (www.city-data.com/city/New-York-New-York.html).

Todd Litman@toddlitman· Aug 6

"Mobility Across Canada" (tram.mcgill.ca/Research/Sur...). New study finds that over half of Ottawa, Toronto, Montreal, Vancouver and Victoria commuters use non-auto modes, much more than census indicates. Non-drivers report more quality of life. More justification for non-auto investments.

This graph shows commute mode shares for Canadian urban regions. More than half of trips are by non-auto modes in Ottawa, Toronto, Vancouver and Victoria. (https://tram.mcgill.ca/Research/Surveys/Access/AccessCanada.html)

Non-drivers are more likely to report that commuting enhances their quality of life. (https://tram.mcgill.ca/Research/Surveys/Access/AccessCanada.html)

Todd Litman@toddlitman· Aug 4

"Pavement Busters' Guide" (www.vtpi.org/pavbust.pdf) has a new section, 'Off-Street Parking Inefficiencies.' Driveways displace on-street parking so off-street parking mandates often reduces parking supply. More reasons for parking reforms and better planning. parkingreform.org What do you think?

A driveway typically displaces one on-street parking space. Curbs in front of houses with driveways can typically accommodate just one parked vehicle if under 40’ wide, and two if 50’ wide, one less than homes without driveways. In theory, driveways and garages can accommodate multiple vehicles but they seldom do; garages are often used for storage and driveways are often unoccupied much of the day. As a result, on urban residential streets off-street parking does not generally increase total parking supply, and by replacing public parking with private spaces that may only be used by building occupants, the number of parking spaces available to motorists generally declines. (https://www.vtpi.org/pavbust.pdf)

Todd Litman@toddlitman· Jul 31

US, Canada, Aus. & NZ rate poorly in portion of youths who use active modes for utilitarian travel (e.g., school, malls, friend’s house), indicating they lack independence and exercise. "Profiles of Active Transportation among Children and Adolescents" (pmc.ncbi.nlm.nih.gov/articles/PMC...).