Your weekly guide to heroic and villainous actions in tri-state transportation and smart growth.
This week’s winners:
 Governor Cuomo
Hastings-on-Hudson—the Westchester village’s Board of Trustees passed a resolution urging Governor Cuomo to include mass transit in the Tappan Zee replacement plan. Hastings-on-Hudson’s resolution affirms what TSTC and the public have been saying over the past decade: transit must have a place on the bridge.
Connecticut Department of Transportation Commissioner Jim Redeker—in a TSTC interview earlier this week, the ConnDOT commissioner showed a commitment to smart growth and sustainable transportation. He’s forging ahead with system integration, complete streets, and hybrid buses.
Senators Lautenberg and Menendez—New Jersey’s Senators sent a joint letter to the Delaware River Port Authority in support of an ADA-accessible ramp on the Ben Franklin Bridge’s Camden side. A ramp on the bridge would both improve accessibility and lighten the load for cyclists, who currently have to carry their bikes up three flights of stairs before they can ride across. Construction plans have not yet been solidified.
Governor Cuomo—New York’s governor came through on his promise to fill the MTA funding gap that was opened by last year’s Payroll Mobility Tax cut. The executive budget released Tuesday compensates the MTA for lost tax revenue, follows through on plans for $770 million in MTA Capital Program assistance, gives struggling upstate transit systems support, and consolidates the New York State Department of Transportation. While New York State’s transportation doesn’t make any great gains in the budget, it doesn’t lose much either. Speaking of which…
This week’s losers:
New York City Council—the New York City Council passed legislation that gives people a 5-minute grace period on muni-meters. Council Members also voted unanimously to stop sticking signs on cars that don’t adhere to parking regulations on street sweeping days. Council Speaker Quinn, reflecting on her own parking sticker experience, said that “it was a multiday effort…you almost have to chisel it.” Shouldn’t the council focus on some other issues on New York’s streets, like Manhattan’s 10 most dangerous intersections all being near housing projects?
New Jersey Department of Transportation Commissioner Jim Simpson—in response to a reporter’s question about complete streets this week, Commissioner Simpson said that ”we work well with Tri-State, but Tri-State thinks throwing money everywhere is a solution. If we had fatal accidents where people were walking in the street, we’d build sidewalks there, but we can’t build sidewalks everywhere.” TSTC, which acknowledges NJDOT’s financial challenges, has criticized the agency for its overspending on highway expansion and underfunding smart growth and complete streets initiatives. So it’s not that we want to ‘throw money everywhere’—we just want to see more of New Jersey’s funds going towards pedestrian safety.
Connecticut Senator Joe Markley and Representative Whit Betts—the two Republican state legislators are attempting to reroute state funds for the Hartford-New Britain Busway, a bus rapid transit project whose substantial federal funding was sewn up in November. TSTC has long supported plans for the busway (you know how we feel about BRT), and is heartened by the Hartford Courant’s assurances:
To even get the idea on the table, though, [Markley and Betts would] have to win over a legislative committee chaired by one of the busway’s chief supporters.
Even if that happens during this short legislative season, the bill then would need more than half of the heavily Democratic General Assembly to vote down one of Democratic Gov.Dannel P. Malloy’s signature projects.
Governor Chris Christie—New Jersey’s governor stealthily signed the so-called “dirty water bill” into law on Wednesday. The hushed maneuver, which was overshadowed by a State of the State speech that included no mention of smart growth, could lead to sprawling developments in environmentally sensitive areas. Green advocates opposed the bill, since it staves off the implementation of environmentally-conscious development regulations for the next two years.
ReplaceTheTZBridgeNow.org—last week, a group called replacethetzbridgenow.org declared its existence. The group said that they would push for the immediate replacement of the Tappan Zee Bridge without mass transit. One of their many problems appears to be technical: despite naming themselves after their website, as of 5:18pm today, replacethetzbridgenow.org is not live.
 ConnDOT Commissioner Jim Redeker In 2007, after a troubled widening of I-84, a reform commission reported that the Connecticut Department of Transportation (ConnDOT) “badly needs fundamental change.”
TSTC analyses indicate that ConnDOT has been slowly improving since then, and we sat down with Commissioner Jim Redeker, who has headed the agency since last March, to talk about his work. He will be speaking at tomorrow’s transportation financing forum in Hartford.
TSTC: How did your work at NJ Transit prepare you for the commissioner job?
Commissioner Jim Redeker: I think that Connecticut is much like New Jersey was 30 years ago: there’s not a lot of transportation-oriented development happening, there’s still opportunity for new investment in transit and opportunity to improve branch lines. And I really came to try to make a difference there.
» Continue reading…
 Buses across the Tappan Zee run infrequently, even at rush hour. Photo: Dani Simons Even if Westchester’s transportation infrastructure is set up to funnel workers into New York City, more than 70% of commuters traveling across the Tappan Zee are on their way to jobs in the suburbs. Westchester residents work in Nyack, people from Orange go to jobs in White Plains.
As an MTR reader, you might wonder why more of these folks don’t just leave their cars at home and take transit between counties. I decided to find out for myself.
On an early morning in December, I made my way to the White Plains TransCenter, where thousands of commuters transfer between local and regional buses and Metro North. The Metro-North side of the center pulses to the beat of the train schedule. One moment, it’s completely still, and the next, it’s choreographed chaos, each commuter seeming to know exactly how long it will take them to buy coffee, walk up the stairs, and catch the train before the doors close.
 Waiting to get on the bus. Photo: Dani Simons Metro-North is great if you’re going north-south, but my goal was to go cross-county, east-west, so I headed over to the bus terminal side. There, I found myself not dancing but rather racing around to different stops, frantically reading signs posted by the various bus operators, to figure out the departure time and locations of each service provider. There’s no real-time bus departure information display, as there are in many other cities, which can help put passengers at ease, and also enable multiple bus companies to use the same stops.
Once I got my bearings, I found that I could take the OWL or the Tappan Zee Express across the bridge. The TPZ Express runs three eastbound buses across the bridge during the morning rush, and the OWL offers five more options. Luckily, I made my bus—if you mistime your commute, you’re liable to wait half an hour or more. Traffic, an uncooperative child, or a surprise phone call could be enough to make you miss your bus and start your day behind. If your boss needs you to stay a little late, you might be stuck for an extra hour at the TransCenter.
As I waited for my bus, I watched long lines of people queue up for arriving buses, waiting to pay their fare or flash their pass. I thought about how pre-board fare collection (as the MTA is starting to use in New York City on Select Bus Service routes) could speed things up.
After I got on board, my trip across was actually quite pleasant. It was getting to the transit center, figuring out where and when to catch the TPZ Express, when it would leave, and when I could get back that was 90% of the battle. Most days, the traffic is much worse, and unless you happen to work at the Palisades Center Stores, it’s likely that you’ll still have to transfer to another bus or walk a decent stretch to reach your final destination. And your boss is probably already waiting there.
Not only do today’s cross-country transit options often take longer than driving, they’re also more expensive. The TPZ Express will run you $3 each way, and though frequent riders can get discounts, even this is more expensive than paying the toll on the Tappan Zee Bridge.
With conditions like these, it’s no wonder that nearly 8% of commuter trips within Westchester County are by transit, but only 1.4% of cross-county trips are.
Employment growth in the three counties closest to the Tappan Zee is projected to grow by between 19-35% by 2025. Unless there is a better transit option, this means more cars on the road, more traffic congestion and a decreased quality of life for commuters and bystanders alike. And congestion will ultimately threaten this region’s growth.
Click here to read more about the proposals for Bus Rapid Transit on the Tappan Zee and ask the Governor to Restore Transit to the Tappan Zee plans.
Dani Simons is a sustainable transportation advocate working in the tri-state area.
 Governor Cuomo. Photo: patja New York State’s 2012 draft budget gave transportation some much needed attention. If the plan is adopted, the state will dispense $4.4 billion to New York’s transit systems ($4 billion to the MTA and $430 million to non-MTA systems). The increase in aid comes from tax restructuring and revenue increases from various dedicated taxes (MMTOA) that pay for transit.
Here are some of the budget’s notable transportation components:
- Upstate transit systems get attention: upstate bus systems have long struggled to deliver service. Bus systems currently receive revenue from the petroleum business tax, which has brought in less money over the years. To address this, the Governor proposed a redistribution of the Transmission Tax (also known as the “Long Lines Tax”) more equitably between downstate and upstate systems. Instead of a yearly transfer of tax revenue between upstate and downstate, funds would be distributed based on population. This would bring in an additional $11 million in aid to upstate transit systems. NYSTEA and TSTC have pointed out that these systems need greater attention.
- The MTA gets paid back: thanks to pressure from transit advocacy groups, Governor Cuomo’s proposed budget keeps his promise to fill the $310 million gap in the MTA’s budget caused by the reformed payroll mobility tax deal in December. The restructuring worried transit advocates, who feared that the drop in yearly revenue would trigger another fare increase and service cut in 2012. State sources indicate that the MTA will be compensated for the full $310 million over the state’s fiscal year (which runs April 1 through March 31). The state would also reimburse the MTA for costs associated with an EZ Pass rebate program for Queens residents that use the Cross Bay Veterans Memorial Bridge.
- The MTA Capital Program gets additional state commitment: the state would give an additional $770 million over the remaining three years of the MTA’s construction effort. This aid would be accompanied by a $7 billion increase in the MTA’s debt ceiling (from $34 billion to $41 billion), which would finance the bulk of the capital program. State legislation is required for this action.
- Rail gets a boost in funding: the budget includes $26.6 million for “additional rail capital investments and support [for] Amtrak service subsidies.” This would help improve the state’s rail infrastructure and make high speed rail opportunities more conceivable.
- NYSDOT will be consolidated: in an effort to create a more seamless transportation vision throughout the state, the New York State Department of Transportation’s 11 regional offices would be consolidated to six. TSTC has long advocated for this measure. The budget notes that the consolidation would create efficiencies within the department, along with “…a new regional view that better reflects the needs of the state.” Hopefully, this will benefit urban areas and streamline the funding process for sustainable transportation initiatives between cities and the state.
- Tappan Zee bridge construction bill has not been resolved: the Governor reiterated his proposal to fund the Tappan Zee Bridge replacement project with $5 billion from a New York Works Infrastructure Fund, with the New York State Thruway Authority being the responsible entity. It is still unclear how the Thruway Authority would pay for the replacement, though increased tolls and taxes seem to be the most likely options. Meanwhile, BRTontheBridge.org was launched today to advocate for a bridge replacement plan that includes the public transportation communities need.
 Steve Bellone. photo: stevebellone.com As County Executive Steve Bellone settles into his new post in Suffolk, there’s reason to hope that he’ll usher in an era of sustainable transportation and land use.
During his time as Supervisor of the Town of Babylon, Bellone adopted Long Island’s first complete streets policy, pursued transit-oriented development in Wyandanch, secured resources to promote traffic-calming projects, and, along with Republican State Senator Charles Fuschillo, spearheaded the study of bus rapid transit (BRT) on Route 110.
TSTC urges County Executive Bellone to continue his commitment to transit and smart growth in his new role. Here’s a list of priorities for the new leader of Suffolk County:
- Support Suffolk County Transit: Almost 22,500 people ride Suffolk County Transit every day, and fares are set to rise by 33% this spring. While it’s hard to argue against the first fare hike in two decades, the sudden increase would place undue hardship on riders who make, on average, $20,000 less than those that drive to work alone. To ease the burden, Bellone should work with the Legislature to phase in the fare hike over three years. He should also work with elected officials in Albany to ensure adequate funding for the county’s bus system.
- Promote the MTA’s construction program: The future of Suffolk County’s transit system depends on the funds that pay for track work, station rehabilitation, new rail cars, and more. If the capital program is not funded, the double tracking of the Ronkonkoma line and future service levels could be at risk.
- Adopt a county complete streets policy: Suffolk County has some of the region’s most dangerous roads for walkers and cyclists. According to a TSTC analysis, 94 pedestrians were killed in Suffolk County from 2007-2009. A Newsday analysis found that 43 cyclists have been killed there since 2005. Many of these fatalities occur on county roads that aren’t subject to New York’s recent complete streets law, since they are not funded with state or federal dollars. To close this loophole, Bellone must build upon his success in Babylon and pass a Suffolk County complete streets law in 2012.
- Keep supporting smart growth: smart growth projects have been popping up all over Long Island, and Bellone should encourage the trend. The new County Executive should build on his work in Babylon and move Suffolk towards a more transit-oriented future.
 Westchester's Beeline Bus is vital to the area's senior citizens Westchester County seniors named transportation as their number one priority, both today and in the future, according to a county survey conducted by the Westchester Department of Senior Programs and Services (DSPS).
Income security was found to be the second greatest need, followed by affordable housing.
DSPS Commissioner Mae Carpenter said that the survey highlights gaps in services and unmet needs in the county. “These gaps can have a domino effect,” she said. “If you can’t get around, you might miss a doctor’s appointment or might not be able to pick up your medicine or buy food. These surveys help us to see where to put our shrinking dollars to have the greatest impact.”
According to Carpenter, transportation topped the lists of many of the elderly—particularly women—because many can no longer drive. “Their mobility is restricted,” Carpenter said. “Also, a lot of older people might have impairments which make it difficult to drive, especially at night. People don’t want to be isolated, and mobility is so important to have a good quality of life.”
The New York State Office for the Aging will use the 700-person survey to set policies and priorities for the period between 2012 and 2016.
And now for the much-awaited second iteration of TSTC’s ‘Winners and Losers’ column, your weekly guide to heroic and villainous actions in tri-state transportation.
This week’s winners:
 Michael Bloomberg: Winner Mayor Bloomberg—the Mayor’s State of the City speech showed his laudable urban planning ethos. He pledged to double the number of 20 mph school zones in New York City and talked enthusiastically about bike lanes, bike sharing, and Select Bus Service. As he put it at one point, “The reality is more and more New Yorkers are biking, and the more bike lanes we put in, the fewer deaths and serious injuries we have on our streets.”
Joe Lhota—the MTA’s new Chairman and CEO sailed through the Senate confirmation process and handled himself admirably in subsequent interviews. He’s got a tough job to do, but the former deputy mayor and Madison Square Garden exec knows a little something about the spotlight (and Penn Station). Lhota’s agency also launched real time bus tracking on Staten Island this week. Way to go, Joe!
West Windsor—the New Jersey Township became New Jersey’s 24th Transit Village, which means that they’ve shown commitment to smart growth near Princeton Junction. At one point, the NJDOT Transit Village designation gave municipalities access to dedicated funding, but this is no longer true. Until NJDOT Commissioner Jim Simpson follows through on promises to restore the program and give Transit Villages priority for other funding sources, TSTC’s praise will have to suffice.
New Jersey Transit—the agency has retrofitted 760 buses with particulate filters and electronic modules, which will reduce the vehicles’ emissions. The Sierra Club warns that the bus systems could still use a lot of work, but we’re encouraged by the progress that’s been made so far.
This week’s losers:
The State of New Jersey—figures released this week show that the state lost $279 million on the aborted Access to the Region’s Core project, which would have improved commuter rail service between New Jersey and Manhattan. Construction had already begun when Governor Christie nixed the venture.
Joan McDonald—at a luncheon in Westchester, the head of the New York State Department of Transportation said that adding transit to the Tappan Zee project would delay the project “by two years.” TSTC’s Veronica Vanterpool argued that community opposition to a transit-less bridge would delay the project further, and told the Journal News New York needs to take a long view. “We are building a bridge for the next hundred years; we should get it right,” she said. “Designing the bridge for bus transit on day one doesn’t preclude construction from starting on the bridge.”
 Click through to read the 2012 Green Playbook Today, TSTC and several other advocacy organizations released the 2012 Green Playbook to Governor Cuomo and the New York State Legislature. The report outlines ten policy initiatives that would benefit New York’s economy, environment, and voters. In the playbook, Tri-State endorsed greenhouse gas emissions targets and also pointed out the importance of state assistance to public transit:
“Dollars coming from Albany support 130 transit systems across the state. These dollars enable bus drivers to turn the key to their buses every morning, taking millions of people to work. The alternative is millions of car keys being turned, vastly increasing carbon emissions and energy consumption. Albany must step up support for public transit in order to protect our environment, and our economy,” said Kate Slevin, Executive Director [of the] Tri-State Transportation Campaign.
11 other advocacy groups signed on to the playbook’s “Invest in Transit” section, which calls on Albany to increase support for transit operations and capital projects. It also suggests that state politicians remain open to the prospect of congestion pricing in New York City, and demands that Albany stop diverting dedicated transit funds.
The playbook describes several other legislative goals, which range from brownfield cleanup and fracking regulation to consumer protections and disposable bag fees.
 photo: The Eyes Of New York This week, a number of New York’s transportation agencies unveiled technological initiatives that promise to help people get around without cars.
On Staten Island, the MTA’s real time bus tracking service went live. The program, which is known as Bus Time, was developed with OpenPlans at the urging of Straphangers and other advocacy groups. Riders can now text the MTA with a station code or intersection to get their bus’ location (they can also visit the Bus Time site). The pilot program on Brooklyn’s B63 line was deemed successful, and the MTA may roll out the service to all five boroughs by the end of 2012 (Crain’s says that the service will “include the entire city by the end of 2013”). Software developers will have access to vehicle data.
Elsewhere in New York, NYSDOT released an interactive map that shows bike routes across the state. Users can find information about lane layout and search for bike-friendly roads by region.
The New York City Department of Transportation (NYCDOT) has also gotten involved: a recent Streetsblog post reminds us that the city’s incoming bike share program will track trips with GPS, which will give the city all-too-rare bike traffic data.
 Photo: Accretion Disc On January 5th, the NJDOT made West Windsor the 24th Transit Village in New Jersey.
In designating West Windsor as a Transit Village, the NJDOT officially ”recognizes and supports the municipality’s efforts to create mixed-use development within walking distance of NJ TRANSIT’s Princeton Junction train station.”
“The whole idea is to promote business, mass transit, a sense of community, and a reduced reliance on cars,” said West Windsor Mayor Shing-Fu Hsueh.
Prior to 2012, designated Transit Villages could apply for grants from a special pot of funding, but after Governor Christie’s 2012 budget cuts, this is no longer true.
The real way to recognize and support Transit Villages is by restoring funding for the program. In March, NJDOT Commissioner Simpson promised as much, and TSTC urges him to follow through.
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Masthead Mobilizing the Region is published by the staff of the Tri-State Transportation Campaign.
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