New york city transit vision statement keywords,thomas the tank engine train table set value,train sets for 4 year olds uk,metro nyc newspaper - New On 2016

24.02.2015
Stephen Levin (right) was one of 13 council members who signed onto TA’s pledge to fully fund Vision Zero projects in 2016.
If the city hopes to dramatically decrease the number of traffic fatalities in New York City, DOT needs more resources to redesign the city’s most dangerous corridors and intersections.
That’s the message 70 members of Transportation Alternatives brought to the City Council yesterday, meeting with 21 council members or their staff. TA’s Vision Zero Report Card, released in January, pointed to the slow pace of progress on the dangerous streets and intersections identified by DOT in its borough-by-borough pedestrian safety action plans. Hats way off to TA for the guidance they had for us fellow advos and the impressive, smart, and very hard work they all did to prepare for and conduct the event. Word On The Street “In all honestly, the workload frequently placed on volunteer CB members is often so large that only the retired or financially independent can put in the time without burning out.
Copyright NoticeThis work is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 3.0 United States License. The electeds include the state senators representing both ends of the bridge, Democrat Andrea Stewart-Cousins and Independent Democrat David Carlucci, as well as both county executives, Republicans Rob Astorino and C.
The environmental community is strongly represented in the coalition, with multiple organizations arguing that excluding transit will commit New York to more air pollution, more carbon emissions and more sprawl. The coalition is also emphasizing the economic importance of reducing congestion and the social equity imperative of ensuring that car-free households can still access job opportunities.
The Amalgamated Transit Union signed on to the statement and is working to convince fellow labor unions to use their power as potential investors to put transit back on the Tappan Zee.
A bipartisan group of eleven elected officials and sixteen labor, environmental, equity, good government, and transportation organizations issued a joint statement today to request that the Tappan Zee Bridge be rebuilt with transit, specifically bus rapid transit. The diverse group said it is not enough to design the bridge so that transit can be accommodated at a later date. The New York State Department of Transportation had already selected an alternative for rebuilding the Tappan Zee Bridge that included public transportation, with bus rapid transit across the I-287 corridor and a future NYC-bound rail line from Rockland County. The are going from three lanes in each direction plus a peak lane, to four lanes in each direction.  All they need to convert the fourth lanes in the center to bus lanes, with separate exits to route 59 and 9W on the west and Route 119 on the east as well as into I-287 on both sides.
By the way, the direct connection from I-87 to I-84, which was recently added (within the last few years) and presumably not cheap, has provided an alternative truck route between NJ and New England.  That should have reduced pressure on the Tappan Zee. The draft environmental impact statement for the Tappan Zee Bridge revealed that the new bridge would be twice as wide as the existing span. Governor Andrew Cuomo’s rushed plans for a transit-free Tappan Zee Bridge are shortsighted and increasingly unpopular.
Under federal and state law, the construction of a new Tappan Zee Bridge can’t proceed without going through environmental review. Comments submitted jointly by the Tri-State Transportation Campaign, the Natural Resources Defense Council, NYPIRG, Transportation Alternatives and Good Jobs New York concurred [PDF]. Both sets of comments note that, despite the Cuomo administration’s promises, the DEIS offers no concrete assurance of how the new Tappan Zee design will allow for transit to be built at some point. Further, each group questions how a bridge twice as wide as the current Tappan Zee won’t lead to more auto traffic, as the state claims. Each organization calls on the state to produce additional environmental analysis to rectify the gaps in its statements so far. This will leave us with a replacement in kind bridge, with no walkway for pedestrians and bicycles and no spare lanes for BRT or other uses.
Staten Island Congressman Michael Grimm touts his support for transit on his website and represents a district where 38 percent of people take transit to work.


It isn’t only Democrats blasting the House Republican transportation bill, which would eliminate dedicated federal transit funding, cost the MTA up to $1 billion a year and slash bicycle and pedestrian funding. But most of New York’s Republican congressmen, including some who present themselves as strong supporters of transit, are staying curiously silent. Few Republicans should be more opposed to the House transportation bill than Staten Island representative Michael Grimm.
New Jersey representative Rodney Frelinghuysen represents fewer transit riders than Grimm, but NJ Transit is critical to the prosperity of his Morris County district. Neither Grimm nor Frelinghuysen’s offices have responded to Streetsblog inquiries about the transportation bill. King, too, is focused on the harm the House bill would do to the region’s transit system.
A regional consensus is starting to form that the House transportation bill would be a disaster for the entire New York metro area. Across the region, Republicans represent constituents dependent on commuter rail lines and suburban bus systems. Neither Hayworth nor Lance’s offices have responded to Streetsblog inquiries, nor have the offices of Republicans Chris Gibson, Scott Garrett, Frank LoBiondo or Chris Smith.
Perhaps the region’s Republicans are still deciding whether to vote with their transit-riding constituents or cave to the Republican leadership. Grimm is also co-sponsoring legislation to allow natural gas facilities at the Floyd Bennett Field section of Gateway National Recreation area, so I wouldn’t expect much from him.
According to the Route Verte website, they will have 4347 kilometers completed in 2007 – thats 2700+ miles of marked trail. From June to August 2007, Quebec will inaugurate the Route verte, a marked bicycle route that extends for more than 4,000 kilometres. Also, we are on the 7th version of a National Corridor Plan, with a lot of input from advocates and agency officials. Only 22 percent of the 154 priority corridors have undergone safety improvements, and most of those improvements were to specific intersections.
At his Vision Zero press conference in January, Mayor de Blasio focused on $115 million in new capital funds being dedicated to Vision Zero project, but those projects take years to build, while the quicker operational projects could have an immediate impact street safety. Scott Vanderhoef and Rob Astorino and State Senators David Carlucci and Andrea Stewart-Cousins all want transit on the Tappan Zee Bridge from day one. Though Governor Andrew Cuomo is already rushing forward with plans to build the bridge without any transit option, 11 local elected officials from both parties and a coalition of 16 environmental, labor, social justice, and transportation organizations have now come together to say that Westchester and Rockland County residents need transit on the Tappan Zee. They said that the Tappan Zee Bridge must be replaced, but that a bridge without public transportation would gridlock the Hudson Valley’s economy and do nothing to prevent rising traffic congestion and air pollution. They indicated their belief that the bridge must accommodate bus rapid transit across the corridor the day the new bridge opens.
Over a ten year study period, a regional consensus developed that public transportation was necessary in the corridor. It is also an opportunity to make a tangible commitment to get people out of their cars, reduce traffic congestion, cut carbon emissions and foster sustainable economic growth in the Hudson Valley. The bridge needs to be built and built quickly, but the design must look forward, not back to the 1950’s. He also urged the state to make sure that biking and walking are accommodated on the new bridge. The state must analyze and then disclose the impact the project will have on surrounding communities; decision makers and the public alike have a right to be fully informed about the project.


For example, the groups state that under the law, the state cannot eliminate alternatives from consideration based on cost without providing a rigorous financial analysis of the option being rejected. The coalition led by the Tri-State Transportation Campaign lists a series of questions about the bridge’s transit-readiness left unanswered by the DEIS. Notes Riverkeeper, “Lead agencies repeatedly use this faulty assumption to short circuit, limit, or wholly avoid studying the environmental impacts to critical components discussed in the DEIS, such as transportation, air quality, energy and climate change, and indirect and cumulative effects. Under this scenario, the north span will be built, the existing bridge will be destroyed and they will then discover that the north span has sufficient capacity to handle the vehicular traffic.
In the transit-dependent New York region, some Republicans are balking at the ferociously anti-urban legislation.
Long Island Representative Peter King, the senior-most Republican from the New York delegation, is also expressing some serious doubts about the Republican legislation.
In Grimm’s district, which includes parts of Brooklyn, a full 38 percent of people take transit to work, according to the Census. In a letter sent to the top Republican and Democrat on the House Transportation Committee, Turner specified exactly what his urban district needs, including both transit funding and pedestrian safety programs. The New York Times, the New York Daily News, and the Newark Star-Ledger have all editorialized against the House transportation bill. I doubt he cares much at all about his transit riding constituents so long as he can continue to wave the tea party flag that many middle class Staten Islanders are so enamored with. A 250+ mile long route will be completed this August, making it the longest such route in North America. This vast bikeway network links 16 regions and passes through 320 municipalities, stretching all the way from one end of Quebec to the other. State studies repeatedly found that a Tappan Zee Bridge with transit was necessary to reduce increasing traffic and pollution and give Hudson Valley residents more transportation options. Bus rapid transit offers a more affordable way to maximize the potential of this important project,” said Senator Andrea Stewart-Cousins (35th District). In an iPad world, an 8-track bridge will be hopelessly obsolete before construction begins,” said Westchester County Executive Robert Astorino. But state agencies have consistently refused to explain why their cost estimates for bus rapid transit are two to five times higher now than they were just two years ago, even as the Cuomo administration repeatedly invoked budget constraints to justify the elimination of transit from the bridge. If he votes for the House transportation bill, though, he’ll be jeopardizing the federal transit funding he has pledged to secure. According to the state’s own estimates, over 50,000 people would ride bus rapid transit across the corridor per day.
To put that into perspective, it would be like having a continuous trail from Miami to Daytona Beach or New York to Washington. He also celebrated federal support for projects that have reduced traffic fatalities for senior and child pedestrians. During every morning rush, a cross-corridor bus rapid transit line would save commuters 4,400 hours of travel time. You’ll probably hear that regardless, but at least with bus lanes there is SOME kind of use going on there.



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