Public transportation in poughkeepsie new york zip,n scale kato layout plans free,used cars for sale in south of france - How to DIY

07.09.2014
The A and B buses coming into Poughkeepsie from Route 9 will be using South Avenue instead of Academy Street. The Schedules and information on these web pages are designed to assist you in your travel plans. NYSDOT staff have already demonstrated a strong inclination to support community-based transportation projects, like the redesign of State Route 376 in Poughkeepsie as a complete street. Although they have been reluctant to play an active role in land use planning, state DOTs have a huge impact on how their states grow and develop. Ironically, single-minded spending on high-speed freeways has not even accomplished transportation goals.
It is time to accept that transportation investments in livability and sustainability are essential to New York’s future, and incoming Commissioner McDonald must lead the way.
Will McDonald follow the innovative path set by New York City’s own Janette Sadik-Khan, or will she run a state DOT content with business-as-usual planning? The NYSDOT GreenLITES program is a brilliant effort to integrate principles of livability and sustainability into transportation projects from start to finish, which has already received national recognition. GreenLITES can be powerful because it begins at the beginning, with the selection of projects. As one of her first steps, Joan McDonald should reconsider the wisdom of continuing to pour precious capital dollars into hugely expensive road widening projects, like the conversion of Route 17 into I-86. Building on the GreenLITES pilot and programs such as STARS in Portland, Oregon, NYSDOT needs to evaluate its performance based on a broader range of goals than moving traffic.
Former DOT Commissioner Astrid Glynn came into power with the Spitzer administration in 2007, tasked with building a transportation and land use planning program to foster smart, compact growth. The state DOT’s internal transportation and land use program should be complemented by parallel programs outside the agency. These watchdog organizations would have to be entities outside of government, so that they can avoid being dominated by politics. Every state DOT formulates and adjusts a long-range plan in collaboration with the various regions throughout that state. New administrations often come into power with a mistrust of career staff, imposing change from the top down. For the new Tappan Zee Bridge to actually carry transit riders, the state DOT must do more than leave room on its bridge for buses and trains. NYSDOT must evolve into a truly multi-modal agency that can influence the operations and performance of the entire transportation system, not just the portion of the state highway system that is under their jurisdiction.  For instance, it needs to make itself responsible for seeing that transit in corridors like the I-287 Tappan Zee Bridge project actually gets done, instead of simply leaving room on the bridge for someone else to build it. All of the above strategies should be employed according to the principle that transportation is not an end to itself, but a means to support the places we inhabit. Place-based – or “upside down” – planning involves shifting the focus of transportation and land use planning so that it no longer simply reacts to entrenched patterns and trends, treating traffic and sprawl like irresistible forces that must be accommodated. Gary Toth is currently director of transportation initiatives at Project for Public Spaces. As for mode dependency, substituting dependency on transit for dependency on driving does not reduce mode dependency. Yes transit needs fuel too, but transit also fosters compact walkable development which is far more sustainable in the 21st that spread out, petroleum based development. If your goal is just a modest shift from driving to transit and a modest increase in urban densities and compactness, then the supposed benefits would be even smaller.


The worse-case estimate from the parking study cited in that blog post would raise the CO2 emissions from cars by 10%. Mainly, I think this is an excellent post by Gary Toth, and I very much want to see this discussion focus on what we can do to support McDonald’s strong livable-streets leanings. Currently, public transit supplies only about 1 percent of total passenger-miles in the United States and, on average, is only modestly more energy-efficient than personal vehicles.
Moser, don’t you mean the opposite, that the policies and attitudes at state DOT should be MORE like that of city DOT?
Moser is talking about the attitudes of State DOT staffers who work on State DOT projects in the City (like the Sheridan).
Gary is on the money about the challenges facing the new Commissioner but also the still formidable talent that resides at NYSDOT. Smart growth must be encouraged, but its potential to reduce emissions, traffic congestion, and the number of accidents has realistic limitations, as indicated above.
A balanced approach employing select highway expansion as a complement to sound strategies that will support reasonable growth in bicycling and walking would be more pragmatic and have less risk of failure than a single-focus approach. 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.
Project for Public Spaces conducted a study of the Arlington Business District in the Town of Poughkeepsie at the request of Vassar College and the Arlington Steering Committee. New York State DOT began construction on Raymond Avenue’s southern approach to the district in the spring of 2006, and opened this section of the road in the spring of 2007.
Commissioner McDonald needs to make projects like this the centerpiece of her administration. Since the dawn of the post-WWII freeway era, the vast majority of state DOTs have declined to address concerns which we now group under the banners of sustainability and livability. DOT chiefs have enormous capability to set agendas, shift billions of dollars in transportation investments, and change agency culture. In the hopes that the Cuomo Administration recognizes that in tough financial times, New York needs more progressive transportation planning and investment, not less, below are a series of recommendations based on my work with state DOTs around the country. Early GreenLITES initiatives have retrofit roads to prevent pollution from stormwater runoff and, in partnership with the Nature Conversancy, targeted invasive species in the Adirondacks.
We have to start feeding smart, sustainable transportation projects into the state DOT pipeline, otherwise we’re just dressing up 20th Century solutions to make them appear like 21st Century solutions. Think of it this way: Would you use the money you need to stop your roof from leaking to buy glitzy new kitchen appliances instead? Success should be judged according to the agency’s effect on the environment, energy conservation, housing affordability, land use, and social equity.
A new initiative modeled on NJDOT’s innovative Future in Transportation program seemed primed to launch with 12 full-time transportation and land use planners to implement it.  It was aborted due to funding issues, which is unfortunate, because a well-run land use planning initiative, pursued in partnership with local communities, could save NYSDOT hundreds of millions of dollars that will otherwise be spent widening roads and chasing sprawl. Engaging the public so that real decision making is shared with citizens during the long range planning process will be essential to the success of transportation agencies in the 21st Century.  Due to the abstract nature of the planning process, which involves lots of ideas but few details, it has been difficult to figure out how to accomplish this.
NHDOT provided participants with data on the state’s transportation needs and funding resources. The incoming administration should understand that there are many enlightened change agents in the state DOT bureaucracy, who if engaged, can dramatically accelerate reforms thanks to their competence and understanding of how to get things done.
Planning transportation through the prism of place is the key to busting the silos that all transportation agencies and jurisdictions now operate within.  It is also the key to integrating transportation with land use, creating location-efficient housing, helping health departments address obesity and diabetes, and improving the quality of our watersheds and solving other ecological problems.


Instead, a place-based approach involves collaboratively setting a course based on the outcomes we want to see for our communities. Previously, during his 34-year career with the New Jersey Department of Transportation (NJDOT), Gary become one of the architects of the transformation of NJDOT to a national leader in context-sensitive transportation planning. Garyg shows up with some relatively new study that he claims shows that transit (or cycling or walking) is no less harmful to the environment than cars. A whole bunch of other commenters point out that the study is either incomplete or doesn’t actually say what Garyg claims, and that he is willfully misrepresenting it. There is an argument over this, which is usually won by other longtime Streetsblog commenters.
A few months later, Garyg is back with another study, without any mention of previous discussions, or any acknowledgment of any points made by other commenters back then. Every carpool formed will reduce by at least one the number of cars used, and carpools have the potential to serve all trips regardless of length even on the worst of days. Arlington is a mixed-use business and residential community that has the potential to become a vibrant town center, an asset for Vassar College, and a special community place. The result has been unsustainable growth (sprawl) and precarious dependence on a single mode (driving).  This in turn has produced extreme vulnerability to rising fuel prices, mounting emissions that have us on a course for catastrophic climate change, and alarming declines in public health. Commissioner McDonald can help New York pick itself up and get back into the race with other states leading the way on 21st Century transportation policy. For instance, some have called the application of complete streets and sustainability principles to the widening of Route 347 in Long Island a case of transportation greenwashing. Because even when state, regional and local government agencies successfully coordinate their planning efforts, they can still have trouble implementing them. In this author’s opinion, this is a major reason why transportation agencies can no longer muster public support for tax increases to build and maintain infrastructure.
Having worked closely with or trained a number of NYSDOT staff over the years, I know for a fact that they already have a wealth of such committed talent.
Then transportation planning and projects can be used to shape and support the future that we want. Gary’s work has brought him into contact with the operations of many state DOTs around the country. The process included interviews, surveys, a parking study, town meetings, a traffic analysis of Raymond Avenue, an economic analysis, and numerous presentations to the Steering Committee and other area stakeholders. In so doing, she can build on the foundation for smart transportation and land use solutions that the previous administration began to create, before getting sidetracked by financial woes.
Without a third party to hold individual agencies accountable to each other and to sticking to the joint vision, communities quickly succumb to the pressures that destroy livable places. Organizing around place will elevate transportation to be a positive force in the growth of New York State. He is one of the leading experts on what “makes DOTs tick,” and how to engage the transportation planning, funding, project development and design processes to achieve sustainable and livable outcomes. A smart plan for sustainable growth can fall apart, for instance, if one municipality starts chasing after the tax receipts generated by big box development.



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