Transportation issues in new york city pass,scenery for ho scale trains,public transportation planner new york jets,nyc subway zoetrope 320k - You Shoud Know

admin 22.09.2015

The Senate Democrats predict enormous cuts to transit funding in the New York region if the Republican transportation bill becomes law. At a time when the MTA is already facing a $10 billion deficit in its capital plan through 2014, those cuts could be devastating.
The Obama administration's report emphasizes how much Americans spend on transportation costs and ties the financial burden to car dependence. When President Obama announced his push for a long-term transportation bill on Monday, he introduced a report by his Council of Economic Advisors and the Treasury Department analyzing the economic impact of infrastructure investment [PDF]. If you’re hoping for an all-out push for sustainable transportation and livable streets, you may be wondering whether this signifies much of a change to the highway-centric status quo.
The headline numbers sit on top of a broad strategy that groups including Transportation for America, the Environmental Defense Fund, the Transportation Equity Network, and U.S.
It emphasizes the need to provide American families with a range of transportation options, not just driving. The report calls attention to the heavy burden that high transportation costs place on the middle class. The report links high transportation costs to car dependence and makes the case for increasing access to transit and other transportation options, asserting that “[t]his burden is due in large part to the lack of alternatives to expensive and often congested automobile travel. Federal lawmakers usually set transportation policy by authorizing a major spending bill every five or six years. Since SAFETEA-LU expired, Congress has passed stopgap spending measures to keep the system functioning; however, the lack of a coherent, long-term vision has left state and city transportation departments adrift and has made it challenging for them to plan strategically. On Labor Day, President Obama put transportation near the top of his agenda by calling on Congress to tackle stagnant job growth by repairing and upgrading infrastructure.
At an event billed as a “town hall” held at USDOT headquarters yesterday, top department officials answered questions about the future of the nation’s road, rail, bus, and bike networks -- even as the prospects of passing a comprehensive transportation reauthorization bill anytime this year appear as dim as ever. The head of the District Department of Transportation, Gabe Klein, called the current moment one of the scariest times in transportation history. Klein emphasized the need for diversified sources of funding for transportation investment, despite the political challenges.
During the same panel, Richard Sarles, the interim general manager of the Washington Metropolitan Area Transit Authority (WMATA) explained that his agency is spending much of its funding on efforts to improve the safety of its system after a catastrophic Metro collision last summer. Efficient Transportation Equity Act (SAFETEA-LU, or, more commonly, the transportation bill). John Horsley, executive director of the American Association of State Highway and Transportation Officials (AASHTO), was more direct in outlining where state DOTs want to see the Senate climate bill's fuel revenues directed.
After all, even the Obama administration -- which last spring called for an 18-month delay in taking up House transport committee chairman Jim Oberstar's (D-MN) infrastructure measure -- has signaled a willingness to begin talks on broader policy changes by next spring.
But that outcome assumes that Congress and the White House can reach an agreement by early 2011 on how to find as much as $200 billion to pay for a significant six-year investment in infrastructure. Eight Democrats yesterday joined nearly the entire transportation universe, from road-builders to transit advocates, to warn the three Senate authors of a new climate bill against raising gas taxes without using the money for infrastructure. Many details of the Kerry-Graham-Lieberman approach remain unclear, including how much of the revenue raised by the new fuel fee would be rebated back to taxpayers rather than set aside for other uses. For several weeks last fall, as members of the House infrastructure committee pushed for passage of a new six-year federal transportation bill as a strategy to rouse the economy from recession, a proposal to pay for the legislation with a small tax on oil futures trades attracted a healthy crop of Democratic cosponsors and some vocal pushback from Wall Street. But the tax proposal has since lost steam in Washington transportation debate, getting little notice from lawmakers who strongly support taking up a new six-year infrastructure bill in 2010 even as it remains a magnet for progressives looking to rein in financial industry excesses.
What happened to the idea of using an oil futures transaction fee -- set at 0.02 percent in a December bill offered by Rep.
Jim Berard, spokesman for the House infrastructure panel, explained in an interview late last week that the Congressional Budget Office (CBO) had conducted a preliminary analysis that found the transaction tax would raise less money than lawmakers had initially hoped.
That leaves federal transportation policymakers essentially where they were at this time last year, searching for a politically feasible stand-in for a gas tax increase that the White House and congressional Democratic leaders have both ruled out for now. House infrastructure committee chairman Jim Oberstar (D-MN), facing steep political odds in his push to pass a new six-year federal transportation bill this year, has begun to pitch an outside-the-box solution to the financing shortfall that is still stalling congressional action: Treasury bonds.
In order to repay the Treasury for its up-front bond issue, Congress would ultimately need to raise the gas tax -- a step lawmakers have been unwilling to take since 1993, and one that the White House has ruled out for the time being. At an event in Minneapolis today, House transportation committee chairman Jim Oberstar (D-MN) announced his support for giving urban transit agencies more flexibility to spend federal transportation formula money on operating -- a change in the current law that has already won the backing of Transportation Secretary Ray LaHood but has split the transit industry. Oberstar (center) joined New York City transport chief Janette Sadik-Khan (right) at today's event. Under current law, urban transit agencies are restricted to spending federal formula money on capital expenses, such as purchasing new rail cars or laying track for an expanded line. Congress agreed last year to give transit officials the freedom to redirect 10 percent of their federal stimulus aid to operating budgets, underscoring that the change was a temporary response to the recession. The American Public Transportation Association (APTA), the transit industry's chief lobbying group for more than a century, has opposed the use of formula grants for transit operating, preferring that already-scarce highway trust fund dollars be reserved for capital spending on rail and buses. Eight years after the nation suffered a significant economic downturn, New York’s economy continues to rebound. An efficient, safe and well-maintained transportation system provides economic and social benefits by affording individuals access to employment, housing, healthcare, education, goods and services, recreation, entertainment, family, and social activities. With a wide based economy including finance, manufacturing, technology, communications, printing, entertainment, shipping, publishing, agriculture and tourism, the quality of New York’s transportation system will play a vital role in the state’s level of economic growth and quality of life.
In this report, TRIP looks at the top transportation issues faced in New York as the state addresses its need to modernize and maintain its roads, highways, bridges and transit systems. In December 2015, Congress passed and the president signed into law a long-term federal surface transportation program that includes modest funding increases and allows state and local governments to plan and finance projects with greater certainty through 2020. An inadequate transportation system costs New York motorists a total of $24.9 billion every year in the form of additional vehicle operating costs (VOC), congestion-related delays and traffic crashes.
TRIP estimates that New York roadways that lack some desirable safety features, have inadequate capacity to meet travel demands or have poor pavement conditions cost the state’s residents approximately $24.9 billion annually in the form of additional vehicle operating costs (including accelerated vehicle depreciation, additional repair costs, and increased fuel consumption and tire wear), the cost of lost time and wasted fuel due to traffic congestion, and the financial cost of traffic crashes. TRIP has calculated the average cost to drivers in the state’s largest urban areas as a result of driving on roads that are deteriorated, congested and lack some desirable safety features. Population and economic growth in New York have resulted in increased demands on the state’s major roads and highways, leading to increased wear and tear on the transportation system. New York’s population reached approximately 19.7 million residents in 2014, an 18 percent increase since 1990. Vehicle miles of travel in New York for the first ten months of 2015 were 3.3 percent higher than the first ten months of 2014. From 1990 to 2013, New York’s gross domestic product, a measure of the state’s economic output, increased by 46 percent, when adjusted for inflation. Founded in 1971, TRIP ® of Washington, DC, is a nonprofit organization that researches, evaluates and distributes economic and technical data on surface transportation issues. is a nonprofit project fiscally sponsored by FJC, a Foundation of Philanthropic Funds.
Please register to participate in our discussions with 1.5 million other members - it's free and quick! As you can see the NYC area's rail system is very big and I left out Airtrain JFK, AirTrain Newark, Newark City subway, among others . I was actually just at a Metro training facility today practicing for fires or special rescues with the Metro.
And though it isn't a rail line, it should be noted that Staten Island does have a public transit ferry operated by the same agency running to and from Manhattan. The BRIDGE Act (aka S1071B) was passed by both houses of the legislature, but vetoed by Gov. At the advocacy training event offered by LWVNYS in Albany on February 4, 2014 there will be information and materials to help you engage your local League in the vital work of advocating for sustainable transportation policies that have great impact on all of our communities.
Why this story?  Kleinburg Area Ratepayers Association have regularly on their agendas an incessant discussion of traffic. Create a slower street and the Peak Traffic will be reduced, leaving only those vehicles whose drivers intend to use Kleinburg as a destination.
Following on the suggestion in my post March 3, 2015, and because we were questioned at Vaughan BUG as to why we would deign to suggest a cycle route alongside a 400 series highway, here then is vindication. If you can’t get to work by bicycle, and in the absence of convenient transit options, you’re going to have to drive. It is the mindset of the past that has put Vaughan in 200th place among 201 Canadian municipalities for cycling to work (MoneySense, August 2014) and walking-friendly communities. On April 14, 2015, Council approved at Committee of the Whole that a Cycling & Pedestrian Task Force would be established. Vaughan is behind neighbours Brampton and Markham in establishing a full Advisory Committee. Gains in pedestrian and cycling accessibility will allow the villages of Vaughan to become more connected.
Through computer technology and physical road planning there are ways to speed the trips taken. The concept of including pedestrians and cyclists with transit and motorized vehicles has grown in the past ten years. Had the City incorporated a separated cycle lane and generous pedestrian space on Major Mackenzie between Keele Street and Jane Street in Maple, there would be more cyclists and pedestrians venturing between homes and retail. Trail Connections: Ensure the GTA West does not preclude other trail connections, particularly HVHTA’s Bolton to Kleinburg route through the Nashville Tract Conservation lands and Bolton Resource Management Tract Conservation lands.
Cycling Strategy will take much from the Province to ensure the viability of a full network. There is an opportunity right now in York Region to avoid the same mess by contemplating underground along what 30 years ago was called the Greenbelt – Highway 7. Pet peeve: drivers who obey the speed limit and determine that since they are at the limit, they are allowed to travel in the passing lane (ostensibly to control speeders, I suppose). John Mica’s proposed transportation bill would take a machete to federal transportation spending, cutting overall transportation funding by a third and entirely eliminating dedicated funds for pedestrian and bike infrastructure.
Statewide, the total cuts would inch up to 37 percent, according to calculations by the Democrat-controlled Senate Banking Committee (thanks to Ya-Ting Liu at the Tri-State Transportation Campaign for compiling these numbers). He asked Congress to ramp up investment in roads and rail, create a federal infrastructure bank that would help fund large and complex projects, reform the Balkanized structure of federal transportation spending programs, and make the nation’s transportation system safer and more livable. Most notably, it offered little insight into how the administration expects Congress to pay for the next reauthorization.
While the last several authorizations have had plenty of funding, the program is broke this time around due to the dwindling power of the gas tax. When you travel with the Secretary nobody thinks it’s hard to define and nobody needs it defined. Already, reauthorization of the transportation bill is nearly a year overdue, as lawmakers have failed to muster the will to pay for it. Photo: Adam VoilandA plenary session that focused on the Mid-Atlantic region prior to the town hall provided a few glimpses of how the continued legislative deadlock is plaguing local agencies and preventing the evolution of transportation planning beyond the car-based status quo. He warned that lawmakers have difficult and uncomfortable decisions ahead about how to pay for the reauthorization bill. He noted, for example, that local jurisdictions, like DC, should have the latitude to explore congestion pricing as a way to raise revenue. With little clarity about what the future holds, Sarles warned that there simply aren’t funds available to address large expected increases in ridership on city transit systems in the coming years. Joseph Lieberman (I-CT), center, and John Kerry (D-MA), right, with onetime climate bill cosponsor Lindsey Graham (R-SC) at left.
Even as state DOTs and metropolitan planning organizations operate under the latest in a series of extensions of the 2005 law that governs road, transit, and bike-ped spending, few are willing to envision a future in which new legislation doesn't pass by next year. It is rarely mentioned on the record by Washington infrastructure watchers, but former Transportation Secretary James Burnley IV outlined it neatly in an interview this week with D.C. Their message, translated from the often impenetrable language of Washington: Imposing new fuel fees that are not routed to transport projects could torpedo the next long-term federal bill -- which is already on life support. John Kerry (D-MA), Lindsey Graham (R-SC), and Joseph Lieberman (I-CT) is not expected to hit the street until Earth Day later this month. But one Hill source familiar with the issue said that the very act of raising gas taxes for non-transportation purposes would be a very bad sign for future federal reform efforts. The reason for the lower-than-expected revenue, Berard said, was the rationale hinted at by House Speaker Nancy Pelosi (D-CA) in November: a tax levied only on domestic futures would end up pushing trades overseas. APTA did not return a request for comment by press time on the growing support for changing the existing rules governing transit operating funds. The rate of economic growth in New York, which will be greatly impacted by the reliability and condition of the state’s transportation system, continues to have a significant impact on quality of life in the Empire State.
It also provides businesses with access to suppliers, markets and employees, all critical to a business’ level of productivity and ability to expand. The Fixing America’s Surface Transportation Act (FAST Act) provides approximately $305 billion for surface transportation with highway and transit funding slated to increase by approximately 15 and 18 percent, respectively, over the five-year duration of the program. Frequent updates and provocative posts highlight hot button topics -- essential ingredients of a national Infra dialogue. And as they did, non-vigilant vehicles scurried like that wild turkey, leaving a short-lived gap as it found an escape route off the main road.  Around the bend on Nashville Road, cars lurked at the intersection, waiting to pounce, like the vultures we saw, into the line that had formed on Islington.
A solar array has been added to the cycle lane in Korea.  The array provides shelter to the cyclists and, constructed in the middle of the highway, provides exposure to the need for active transportation.  Not only that!

Through the presentation efforts of Diana Lee, representing Vaughan Bicycle Users Group (BUG), the message was clear. Although argued as an impediment to on-street parking, the city has finally acknowledged that there is a demand for safe active transportation. This Task Force, if successful, may lead to a subcommittee of Council which can review better how the City encourages active transportation in new developments. Combined with the aforementioned wealth argument, we have no hesitation in driving to the distant grocery store for that one product to complete a meal. The following suggests how the existing infrastructure of Vaughan can be used to reduce perceived ‘Congestion’.
With sensors, communication between vehicle and road infrastructure, we could spend less time at traffic signals and increase safety by keeping our vehicles within the limits of the infrastructure. There would be fewer motorists using the route for short trips that cause frequent turns and hence slower traffic.
I have had correspondence with others regarding the GTA West Corridor particularly about how its construction will impact cycling and pedestrian activities in the future, during and post construction. These must be integrated into the plans for the Corridor and indeed, become an enhancement to encourage active transportation. Limited access highways should be more permeable allowing for cyclists (and pedestrians) to cross at more locations than motorized vehicles.
Due to my slightly over the limit in the right lane, I find myself passing sometimes on the right (not a good move, but I am trying to unplug traffic).
Under the Mica proposal, federal highway spending in New York would fall by $568 million a year from current levels, while transit spending would be cut by $646 million. It calls for rebuilding 150,000 miles of roads, laying and maintaining 4,000 miles of railways, and the restoration of 150 miles of airport runways. But with Graham indicating that a significant portion of the legislation's new gas fee would be repaid to consumers via rebates, the group of eight senators questioned the effectiveness of adding new fuel charges without attempting to make the nation's existing infrastructure more efficient. While the modest funding increase and certainty provided by the FAST Act are a step in the right direction, , the funding falls far short of the level of needed to improve conditions and meet the nation’s mobility needs and fails to deliver a sustainable, long-term source of revenue for the federal Highway Trust Fund. The life of the pavement will be extended and there is an income producing property in the form of energy recovery. If we are nervous about innovating, then why not a trial section to power the lights required for the highway?
Have them collaborate with scientists to salvage something from the clear cutting of the Greenbelt. With those lines, parallel to and 1.2m from the curb, these lanes will help BUG promote cycling to the public.
The suburban planning of the past disregards provision of short cut walks from home to retailers and safe cycling routes have been all but non-existent. Making a separate trip to the store instead of combining it with a trip to work is legitimized because the decision is unaffected by the cost of the trip.
Building roundabouts instead of signalized intersections increases traffic flow by as much as 50%. The HVHTA will host a trail walk March 7, 2015 in lands that will be impacted by the highway construction. Crossings for cyclists should be on a separated lane for safety on all crossings of the future highway, as elevated overpasses can have greater wind velocities.
If Toronto is ever to enter world class, a looped underground system of transit is necessary.
Hopefully consideration is being given to at least retaining a corridor for such, even if it is a generation away. When the resources are discovered, then the power generated could be directed to runoff water from the asphalt being treated in a solar-powered facility. The Task Force would be able to give the City staff and Council feedback on programs regarding pedestrians and cyclists.
A 50-metre truncated bike lane on Keele Street north of McNaughton is testimony to the short-sighted and limited planning for cyclists.
The City adopted street standards of widths and intersections that took up large land space and further separated housing from destinations.
So, instead of allowing children to walk, ride or take the bus, parents drive their children to school. Disposable income also allows people to indulge in extras such as day spas, fitness clubs and personal services. We can afford the car and spread out housing and we are not changing.   But educate the children that they can enjoy a walk or ride to school and help the environment and our next generation could impart change. Smart streets can also respond to transit and emergency vehicles, allowing them to flow more freely through traffic.
It seems a fait accompli that the highway will be built but there must be a way to ensure that modes other than motorized vehicles are accommodated in what today is designated Greenbelt. Whereas, prior to suburbanization, we could walk to the corner hardware store, now we are obligated to attend Big Box retailers and their ‘free’ parking conveniences.
Intelligent streets will not affect the numbers of trips, indeed it will increase the number of trips because it becomes easier to go from origin to destination. Accordingly, I have composed the following short summary, which is consistent with expressions of concern in other jurisdictions affected by GTA West Corridor. In municipalities, developers are required to replace or compensate for removal of all trees. Toronto’s difficulty is that they wait until the costs escalate in the urbanized areas to plan the system. To get to destinations, workplace or retail stores or institutions, the only transportation alternative is a car.
What we’re talking about with livability is a community that has transportation choices, different types of housing, and destinations close to your home.
Our municipal transportation planning focus therefore became a fixation on what the car needs, not what people need.

Wooden toy train tunnel entrance
New york city subway yankee stadium
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