Two New York communities brought home the highest rankings in the nation for their efforts to make streets safer and more accessible. Just three years after passage of a statewide law on Complete Streets, Ogdensburg and Troy are being recognized by the National Complete Streets Coalition as the nation’s best.
The National Complete Streets Coalition today released The Best Complete Streets Policies of 2014, which reviews every policy passed in the United States in 2014 and scores each according to the ten elements of an ideal Complete Streets policy.
Troy, a city known for its architecture, is now starting to build a reputation for its streets. | Source
Ogdensburg, located on the northern border of the state and home to 11,000 people, had the highest-scoring policy with 92.8 points out of 100. Troy, located just across the Hudson from Albany and home to 50,000 people, had the second-highest score with 91.2 points.
Josh Wilson, executive director of New York Bicycling Coalition (and former Ogdensburg resident) is proud of his former home. “What makes this policy particularly effective is that it allows for the establishment of a resident task force which will review all new public and private construction projects with an aim at incorporating improvements to pedestrian and bicycle access. Giving concerned citizens a voice in the project planning process is absolutely crucial.”
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The Tappan Zee Bridge features prominently on the cover of the FY2016 Federal Budget. | Image: Wall Street Journal
President Obama introduced a budget this week which, unlike last time, actually proposes a transportation funding mechanism—albeit a one-shot infusion of cash, not a permanent fix to a structural funding dilemma. Although the President’s plan is not expected to go far, the momentum does finally appear to be gathering, on both sides of the aisle, for a serious discussion about transportation funding.
Obama’s $4 trillion budget includes a six-year, $478 billion transportation program ($176 billion more than MAP-21, and $76 billion more than the $302 billion, four-year Grow America proposal introduced last year). It is partially funded by a mandatory 14 percent tax on U.S. companies’ profits (an estimated $2 trillion) currently parked overseas, resulting in $238 billion in revenue.
In 2016, $94.7 billion (nearly double the current amount) would be invested in roads, bridges, transit and freight. Highlights include:
- $51 billion in highway investment, up 25 percent
- $18.2 billion in transit investment, up 70 percent
- $1.25 billion for TIGER, up 250 percent
- $1 billion for a multi-modal freight program
- $10.2 million for the TOD planning grant program
- Establishment of passenger rail ($4.7 billion) and multi-modal accounts ($1.25 billion) in the Highway Trust Fund (HTF)
- Establishment of passenger rail and multi-modal accounts in the Highway Trust Fund (HTF)
- Renaming the Highway Trust Fund the “Transportation Trust Fund”
- A separate line item for Bus Rapid Transit
- Dedicated funding for “high-performance rail,” which would replace the concept of “high-speed rail”
- A national infrastructure bank
On the same day of Obama’s budget release, Transportation Secretary Anthony Foxx discussed the administration’s 30-year transportation plan—promisingly titled “Beyond Traffic 2045”— a policy framework that is all about “giving people choices.”
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(John Carl D’Annibale, Times Union)
There is a bumper crop of dollars up for grabs this year in Albany thanks to the state’s sizable bank settlement funds, and after many voices chiming in that our crumbling infrastructure is the fiscally responsible investment for that money, Wednesday was Governor Cuomo’s turn to speak his mind. Unfortunately, the Governor plans to invest only a paltry portion of that on transit.
As the state faces a mind-boggling $33 billion needed for statewide transit systems, it is now up to advocates and legislators to make sure our dollars are spent in a fiscally responsible and sustainable manner. Here’s a quick summary of what we’ve gleaned so far from the transit budget he has proposed:
The Nuts and Bolts of Transit
Ahead of the release of the 2015-16 New York State Executive Budget, statewide transit systems identified $33 billion in capital needs over the next five years ($32 billion for the MTA, $1 billion for suburban and upstate transit). Roughly half of that would be funded from a combination of fares, debt, and other revenue sources; transit systems are dependent on the state budget to fill the gap.
The Executive Budget proposes using just $750 million from the settlement funds for MTA capital needs ($150 million a year), which leaves a gaping $14.45 billion ($2.89 billion annually) gap for the MTA. Additionally, in an unprecedented and troubling move, the Governor proposes to take $121.5 million of transit revenues from the Metropolitan Mass Transportation Operating Assistance program (MMTOA) that are dedicated to downstate operating needs, and move it to a new capital account, while simultaneously increasing operating funds for the MTA with $37 million from general funds.
The final sleight of hand in this shell game is another diversion of dedicated funds to pay off state debt, this time $20 million from MMTOA, and a promise to repeat the diversions through 2019. The budget does continue to fulfill the Governor’s promise to make the MTA “whole” with a $309.2 million transfer from the General Fund, a promise made after the 2011 budget deal that had slashed MTA revenues derived from the Payroll Mobility Tax.
For non-MTA transit systems, the outlook is equally bleak. The Executive Budget provides $5 million from the NY Works program for capital needs, leaving suburban and upstate systems with a $95 million annual gap in their five-year capital plans. Operating funds for upstate transit are proposed to be flat—not even a bump for inflation—at a time that upstate ridership continues to climb (despite falling gas prices).
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On Tuesday, February 3, New Yorkers for Active Transportation (NY4AT) will be teaming up with New York Public Transit Association (NYPTA) for a lobby day in Albany to discuss pedestrian, bicycling and transit infrastructure. Join us!
In light of yesterday’s State of the State address, now is the time to let your Albany legislators know that sustainable transportation options are […]
NYPTA’s New Report Identifies $1 billion in capital needs for non-MTA transit
Yesterday, the New York Public Transit Association (NYPTA) released their report “Five Year Capital Program for Upstate and Downstate Transit” which outlines the critical capital investment needs for non-MTA urban transit systems across the state. While the MTA first issued a multi-year capital program more than 30 years ago, NYPTA’s report represents the first ever comprehensive attempt to develop a five-year capital plan for New York’s non-MTA systems.
And the need is substantial. There are more than 100 systems covering nearly every county in the state, and carrying over 550,000 passengers each and every day. Yet, the projected capital deficit is $577 million. Making matters worse, these system are using capital funds for operations, accelerating the wear and tear on facilities and equipment. The lack of capital investment and dedicated capital and operating funding streams over the years has led to outdated systems that break down, disrupt service and incur higher costs when transit providers attempt to regain a state of good repair. Unfortunately, existing revenues are projected to cover just 43 percent of these identified capital needs.
The report details $1 billion in upcoming infrastructure needs between 2015-2019, with over 80 percent of the identified need going solely to repair and replace existing core system assets. The remaining 20 percent is slated for expansions and upgrades, such as bus rapid transit, to accommodate record transit ridership—for example, the report notes that ridership is up seven percent in the Capital District.
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With 83 million passengers a year, the Long Island Rail Road is the busiest commuter railroad in the nation and the economic engine for Long Island. It is also the nation’s oldest commuter rail system, and as such, the MTA’s proposed 2015-2019 Capital Program allocates nearly 10 percent of total expenditures to the system with a focus on better maintenance of core infrastructure to create a more resilient system
More than 60 percent of the proposed LIRR allocation will go to maintaining the basics—rolling stock, stations, track, communications/signals, power, shops and yards, bridges and viaducts—but the plan also targets service improvements that will get the system ready for its new access point in Manhattan: Grand Central Terminal.
At the moment, Penn Station is the only Manhattan stop for LIRR, and the station is at capacity during crucial points of the day. The completion of East Side Access will provide a much-needed second access point into Grand Central Terminal, enabling increased service opportunities and system redundancy. To get ready for that future day, the Capital Program proposes expanding capacity at Jamaica, a critical transfer station, and adding train storage and track capacity at key locations.
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More than 275,000 daily commuters on Metro-North received good news in the MTA’s newly-released 2015-2019 Capital Program: the agency is moving forward with Penn Station Access, a $743 million project which has spent decades on the drafting table. Benefits of Penn Station Access include:
- a one-seat ride with substantially reduced travel times to Manhattan’s west side for New Haven Line customers
- expanded job access for Manhattan’s growing west side and more options for New York’s growing population of reverse commuters
- improved capacity and tri-state connectivity, improving links between Metro-North, LIRR, New Jersey Transit and Amtrak
- cost-effective use of existing tracks, and no new tunnels
- four new stations in under-served Bronx neighborhoods expanding transit options and economic and residential development near Co-op City, Morris Park, Parkchester and Hunts Point
This new service can’t begin until after completion of the $10.2 billion East Side Access, which will free up track space at Penn Station. Once complete, it will alleviate congestion at Mott Haven Junction, a system bottleneck where the Hudson, Harlem, and New Haven Lines all converge.
And in addition to service enhancements, the project will also bolster the transportation system’s resiliency for extreme weather events like Superstorm Sandy. Mott Haven Junction, for example, is particularly prone to flooding so increasing redundancy between Manhattan and points north a key fix that can’t be built soon enough.
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