Hook has argued that BRT is often a more cost effective form of mass transit vis-à-vis rail-based alternatives, as it costs far less per kilometer/mile to build and offers more flexible service options.
Citing the transformational effects of Cleveland's Healthline BRT, he argues that BRT is a more cost effective investment for stimulating transit-oriented development.
Hook has also advocated for a clearer definition of "BRT" and was instrumental in developing the BRT Standard.

In addition to BRT advocacy, Hook has called for the enactment of a series of "livability" initiatives in U.S. cities.
Such measures would include the creation of traffic demand management and congestion pricing systems similar to those implemented in London and Stockholm, ready access to efficient public transit, and the improvement and expansion of basic public amenities such as parks.
He claims these developments would bolster urban viability, and have the effect of reducing greenhouse gas emissions, suburban sprawl, and traffic congestion.
Additionally, they would improve air quality and reduce the incidence of respiratory disease, while creating a commensurate increase in quality of life for city dwellers, factors he asserts are critical for a city's economic growth and the satisfaction of their voter bases.

Hook has also called on U.S. cities to reevaluate the role of non-motorized vehicles such as bicycles and pedicabs as viable, non-polluting alternatives to automobile travel for short-distance trips.
He avers that increasing such forms of transportation would alleviate the motor vehicle traffic congestion endemic to many U.S. cities, and suggests they enact reforms that would put the safety and convenience of cyclists and pedestrians at the forefront.
Hook has argued that BRT is often a more cost effective form of mass transit vis-à-vis rail-based alternatives, as it costs far less per kilometer/mile to build and offers more flexible service options. Citing the transformational effects of Cleveland's Healthline BRT, he argues that BRT is a more cost effective investment for stimulating transit-oriented development. Hook has also advocated for a clearer definition of "BRT" and was instrumental in developing the BRT Standard.
In addition to BRT advocacy, Hook has called for the enactment of a series of "livability" initiatives in U.S. cities. Such measures would include the creation of traffic demand management and congestion pricing systems similar to those implemented in London and Stockholm, ready access to efficient public transit, and the improvement and expansion of basic public amenities such as parks. He claims these developments would bolster urban viability, and have the effect of reducing greenhouse gas emissions, suburban sprawl, and traffic congestion. Additionally, they would improve air quality and reduce the incidence of respiratory disease, while creating a commensurate increase in quality of life for city dwellers, factors he asserts are critical for a city's economic growth and the satisfaction of their voter bases.
Hook has also called on U.S. cities to reevaluate the role of non-motorized vehicles such as bicycles and pedicabs as viable, non-polluting alternatives to automobile travel for short-distance trips. He avers that increasing such forms of transportation would alleviate the motor vehicle traffic congestion endemic to many U.S. cities, and suggests they enact reforms that would put the safety and convenience of cyclists and pedestrians at the forefront.
Walter B. Hook