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Posts from the U.S. DOT Category

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New Federal Guide Will Show More Cities the Way on Protected Bike Lanes

Oak Street, San Francisco. Photo: SFMTA.

pfb logo 100x22Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

Protected bike lanes are now officially star-spangled.

Eight years after New York City created a trailblazing protected bikeway on 9th Avenue, designs once perceived as unfit for American streets have now been detailed in a new design guide by the Federal Highway Administration.

The FHWA guidance released Tuesday is the result of two years of research into numerous modern protected bike lanes around the country, in consultation with a team of national experts.

“Separated bike lanes have great potential to fill needs in creating low-stress bicycle networks,” the FHWA document says, citing a study released last year by the National Institute for Transportation and Communities. “Many potential cyclists (including children and the elderly) may avoid on-street cycling if no physical separation from vehicular traffic is provided.”

Among the many useful images and ideas in the 148-page document is this spectrum of comfortable bike lanes, starting with bike infrastructure that will be useful to the smallest number of people and continuing into the more broadly appealing categories:

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You Can Help Make State DOTs Accountable for How They Spend

States have prioritized maintenance. Will new standards help? Image: Smart Growth America

States have failed to prioritize maintenance instead of expansion. Will new standards help? Image: Smart Growth America

Pressure is mounting on the president and Congress to keep roads and bridges from falling apart by increasing transportation funding. But a big part of the problem is states, which receive the lion’s share of federal transportation funds but opt to spend most on new roads, instead of maintaining existing infrastructure.

Between 2009 and 2011, states spent just 45 percent of their highway money maintaining the 900,000 miles of roads they control, according to Smart Growth America. Meanwhile, they poured 55 percent into road expansions. Some states spent more wisely and some spent more irresponsibly. The worst spent upward of 90 percent of their budgets on new construction during that time period.

And that’s always been their prerogative. Most of the tens of billions of dollars in federal funding that flows to states every year comes with few strings attached. The system is also opaque: Determining how states spend their money is extraordinarily difficult.

How can people demand better from their state DOT if they can’t tell what their DOT is doing? Advocates see greater transparency as an important tool for change, and they’re fighting to implement strong new federal standards to grade state DOTs on safety, maintenance, and other key indicators.

MAP-21, the transportation bill enacted in 2012, included provisions for U.S. DOT to hold states to a new set of performance standards. Now, two years after passage, policy makers at the agency are beginning to define those metrics. For the most part, the law doesn’t penalize failure to hit targets, but its reporting requirements could compel state DOTs to be publicly accountable for their decisions — provided they’re stringent enough.

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4 Things to Know as Transportation Bill Negotiations Heat Up

Lawmakers in Washington are just beginning their latest attempt to craft the first long-term transportation bill in roughly a decade. The current bill expires in just a few months, on May 31, but in Congress that’s an eternity. While it’s a long way from go time, the contours of the debate are starting to become apparent.

House Transportation and Infrastructure Committee Chair Bill Shuster (center, in white) and U.S. Transportation Secretary Anthony Foxx (right, in the red tie) held a Twitter town hall to promote a long-term transportation funding plan. Photo: Bill Shuster via Twitter

House Transportation and Infrastructure Committee Chair Bill Shuster (center, in white) and U.S. Transportation Secretary Anthony Foxx (right, in the red tie) held a Twitter town hall last week to promote a long-term transportation funding plan. Photo: Bill Shuster via Twitter

Here’s how things are shaping up.

The White House Transportation Proposal and Anthony Foxx’s “Grow America Tour”

The Obama Administration has unveiled the broad strokes of a six-year transportation proposal, the “Grow America” plan, that would dramatically increase federal funding for transit and include key incentives to reform how state DOTs spend their billions.

Transportation Secretary Anthony set out on a four-day tour of some Southern states yesterday to promote the Grow America plan. Foxx has been enlisting local leaders to help build a push for reauthorization.

The Fight Over Transit Funding

Pushing in the opposite direction, bolstered by Koch brothers money, is the Tea Party wing of the GOP, which wants to end federal funding for anything that’s not highways.

Last week, a group of rural Republicans raised the prospect of eliminating the portion of the Highway Trust Fund that supports transit. Since Ronald Reagan signed the policy into the law in 1983, 20 percent of federal gas tax revenue has gone toward the nation’s rail and bus systems.

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Obama’s New Transportation Budget: The Good, the Bad, and the Ugly

With federal transportation funding on track to run dry by May 31, Washington lawmakers are gearing up again to reset national transportation policy… or, if that doesn’t work out, to limp along indefinitely under the status quo.

Unlike the U.S., China is opening high-capacity transit lines left and right. Photo of Beijing metro: Xinhua

Today President Obama unveiled his opening bid in this process. The $478-billion, six-year plan from the White House includes many of the proposals the administration unveiled last year. Congress didn’t advance those ideas then, and with the GOP now controlling both houses, chances remain slim for reforming highway-centric federal transportation policy.

But the White House budget document remains the best summary of the Obama team’s transportation policy agenda. The ideas are intriguing even if they’re politically improbable.

Here’s a look at the highlights [PDF].

The Good

Boosts Transit Funding: Obama proposes a large increase in transit funding, budgeting $23 billion in 2016 and a total of $123 billion to transit over six years. That would represent a 75 percent increase over current levels. The would go toward both expansions and the maintenance and improvement of light rail, BRT, subway, and commuter rail networks.

Promotes State DOT Reform: The Fixing and Accelerating Surface Transportation program would “create incentives” for state DOTs and other transportation agencies to reform how they approach road safety and congestion management. Funded at $1 billion annually, the program would fund initiatives like “distracted driving (safety) requirements or modifying transportation plans to include mass transit, bike, and pedestrian options,” the White House says.

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Four Nice Touches in U.S. DOT’s New “Mayors’ Challenge” for Bike Safety

Denver Transportation Director Crissy Fanganello, U.S. Secretary of Transportation Anthony Foxx and Indianapolis Mayor Greg Ballard in 2014.

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

There’s a difference between bike-safety warnings that focus on blaming victims and warnings that recommend actual systemic improvements. The launch of a Mayors’ Challenge for Safer People, Safer Streets by U.S. Secretary of Transportation Anthony Foxx is the good kind of warning.

Yes, it’d be nice if it weren’t being pegged on the dubious claim that biking has gotten more dangerous in the last few years. Also if U.S. DOT were offering any money for cities that take its advice.

That said, there’s a lot to love in this initiative launched Friday. Let’s count a few of the ways.

The feds want cities to measure successful bike trips, not just bad ones.

Austin, Texas.

In many cities, the only times bikes show up in the official statistics is when something goes wrong.

When a person collides with a car or a curb while biking, they enter the public record. When they roll happily back to work after meeting a friend for tacos, they’re invisible to the spreadsheets that drive traffic engineering decisions.

This is the sort of logic that sometimes leads people to the conclusion that on-street bicycle facilities decrease road safety. What they’re actually doing is increasing bike usage, which in turn is the most important way to increase bike safety. When our primary metric of biking success is the number of people biking rather than the number of people dying, we’re making our cities better across the board, not merely safer.

Foxx’s lead recommendation that cities “count the number of people walking and biking” shouldn’t be revolutionary. But if every city did, it would be.

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Hastily-Debated Collins Measure Could Put More Tired Truckers on the Road

Truck crashes killed almost 4,000 people in 2012. Sen. Susan Collins wants to suspend a safety rule aimed at reducing that number. Screenshot from ##http://6abc.com/traffic/police-truck-driver-fell-asleep-prior-to-crash-on-i-95-in-del/144318/##6ABC##

Truck crashes killed almost 4,000 people in 2012. Sen. Susan Collins wants to suspend a safety rule aimed at reducing that number. Screenshot from 6ABC

It just wouldn’t be Congress if we weren’t trying to debate substantive policy changes, with drastic implications for public safety, with a government shutdown deadline fast approaching.

As Congress tries to wrap up the hideously-named “cromnibus” (continuing resolution (CR) + omnibus) spending bill for the rest of FY 2015 by Thursday, one provision is attracting a heated debate over road safety.

An amendment introduced over the summer by Maine Senator Susan Collins would repeal elements of a 2011 U.S. DOT rule requiring truck drivers to get adequate rest. The two basic pillars of that hours-of-service rule are: 1) drivers have to take a 30-minute rest break within the first eight hours of their shift, and, more contentiously, 2) drivers have to take a 34-hour “restart” period once every seven days. That 34-hour rest period must include two consecutive overnights between 1:00 a.m. and 5:00 a.m. According to Transportation Secretary Anthony Foxx, “The net effect of these changes was to reduce the average maximum week a driver could work from 82 hours to 70 hours.”

The Collins amendment would maintain the 34-hour rest mandate but would remove the requirement that it include two overnights, and it would allow drivers to take more than one restart in a seven-day period, thereby starting a new 70-hour workweek.

Truck crashes caused 3,921 deaths in 2012 [PDF]. Bloomberg News reports that the fatal-crash rate increased each year from 2009 through 2012, reversing a five-year trend.

Sec. Foxx noted in his blog post that most truckers “behave responsibly and drive well within reasonable limits,” but that the rules guard against those “who are tempted to push the limits.”

“Additionally, new research available on the subject demonstrated that long work hours, without sufficient recovery time, lead to reduced sleep and chronic fatigue,” Foxx wrote. “That fatigue leads drivers to have slower reaction times and a reduced ability to assess situations quickly.” He added that drivers often can’t accurately assess their own fatigue.

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U.S. DOT to Publish Its Own Manual on Protected Bike Lanes

FHWA's Dan Goodman pointed to before-and-after images from New York's First Avenue retrofit to show how separated bike lanes can improve safety. Photos: ##http://upload.wikimedia.org/wikipedia/commons/4/42/First_Avenue_in_New_York_by_David_Shankbone.jpg##Wikimedia## and ##http://www.streetsblog.org/wp-content/uploads/2011/09/Downtown-First-Avenue.jpg##Streetsblog NYC##

FHWA’s Dan Goodman pointed to before-and-after images from New York’s First Avenue redesign to show how protected bike lanes can improve safety. Photos: David Shankbone/Wikimedia and NYC DOT

Before the end of this year, the Federal Highway Administration will release its own guidance on designing protected bike lanes.

The agency’s positions on bicycling infrastructure has matured in recent years. Until recently, U.S. DOT’s policy was simple adherence to outdated and stodgy manuals like AASHTO’s Green Book and FHWA’s own Manual on Uniform Traffic Control Devices (MUTCD) — neither of which included protected bike lanes.

In 2010, the department developed a policy stating that “every transportation agency, including DOT, has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into their transportation systems” and that they should “go beyond minimum standards to provide safe and convenient facilities for these modes.” That was the first hint that the agency was looking beyond the Green Book and the MUTCD, which were (let’s face it) the very minimum of standards.

The department’s new strategic plan, released last year, emphasized pedestrian and bicycle safety and highlighted the need to create connected walking and biking networks that work for all ages and abilities, which is also a focus of the secretary’s new bike/ped safety initiative.

Then last year the agency explicitly endorsed “design flexibility,” unshackling engineers from the AASHTO and MUTCD “bibles” and encouraging them to take a look at the National Association of City Transportation Officials’ urban bikeway guide and the Institute of Transportation Engineers’ manual on walkability.

Now, with a secretary at the helm who’s determined to make bike and pedestrian safety his signature issue, the agency is going further. First, the next edition of the MUTCD (expected to be released in 2016 or 2017) will have a slew of new signage and markings recommendations for bicycling. FHWA’s Dan Goodman told an audience at Pro-Walk Pro-Bike earlier this month that the updated MUTCD is expected to have everything from signage indicating how bikes should make two-stage turns using bike boxes to stripes extending bike lanes through intersections — and, of course, guidance on buffered and protected bike lanes.

But perhaps more important than the changes to the MUTCD is the fact that FHWA is publishing its own manual dedicated to the design of protected bike lanes. (Despite the fact that the guide will deal exclusively with bike lanes that are protected from traffic with some kind of vertical barrier — not just paint — they still insist on calling the designs “separated” but not “protected” bike lanes, out of recognition of the fact that even what passes for “protection” in the U.S. these days — like flexible plastic bollards — don’t offer much protection against a moving car. Streetsblog calls these lanes “protected,” however, as a way to distinguish them from regular painted lanes, which are also “separated” from traffic.)

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Talking Headways: Pro-Walk Pro-Bike Redux

podcast icon logoAfter a week at the Pro-Walk Pro-Bike Pro-Place Conference in Pittsburgh, it was all I could talk about — and luckily, Jeff was an eager audience.

In this podcast, Jeff and I talk about the relative utility of a character like Isabella, the new character People for Bikes created to make the case for safe, low-stress bikeways. We dig into the announcement that U.S. DOT is going to take on bike and pedestrian safety as one of its top issues. And we debate the pros and cons of holding the next Pro-Walk Pro-Bike in Vancouver.

There were hundreds of workshops, panels, presentations, and tours — not to mention countless side conversations, power lunches, and informal caucuses that were probably at least as energizing as the formal sessions — so my impressions are just one tiny slice of the pie. If you attended this year, we’d love to hear your thoughts on the conference, the host city, and your experience in the comments.

Keep up with us (if you can) at our RSS feed or subscribe on Stitcher or iTunes.

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US DOT Awards 72 TIGER Grants, But the Program Remains in Jeopardy

This afternoon, Transportation Secretary Anthony Foxx will announce the latest round of TIGER grants awarding $600 million among 72 transportation projects in 46 states and the District of Columbia. You can see all TIGER grants to date or just the latest round — TIGER VI — in this map from Transportation for America.

Here are a few things to know about the state of the program:

Demand for these grants still far outstrips supply. U.S. DOT received 797 eligible applications this time, up from 585 in 2013, requesting 15 times the $600 million available for the program. TIGER fills a significant void in the federal transportation program — it’s one of the only ways cities, metro regions, and transit agencies can apply directly for federal funds, bypassing state DOTs. Plus, the emphasis on non-automotive modes and the availability of small grants make it a good fit for transit improvements and bike and pedestrian projects, which can’t access other federal pots of money so easily.

27 percent of the total funding is going to transit projects. That includes
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Protected Lanes Are a Great Start — Next Goal Is Low-Stress Bike Networks

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Michael Andersen blogs for The Green Lane Project, a PeopleForBikes program that helps U.S. cities build better bike lanes to create low-stress streets.

For decades, protected bike lanes were a “missing tool” in American street design. Now that this is changing, bikeway design leaders are identifying a new frontier: low-stress grids.

Dan Goodman of the Federal Highway Administration says the federal Department of Transportation is shifting its strategy from emphasizing biking facilities to emphasizing biking networks.

“Separated bike lanes are part of the toolbox that get us to connected networks,” said Dan Goodman of the Federal Highway Administration’s Office of Human Environment.

Speaking at the Pro Walk Pro Bike Pro Place conference in Pittsburgh, Goodman said a draft 2014-2018 FHWA strategic plan prioritizes, for the first time, the enhancement of pedestrian and bicycle networks instead of just “one-off” facilities.

“We want people to be not just thinking about resurfacing one mile and having the bike lane die, especially if there’s a shared-use path one block away,” Goodman said. “We want to focus on filling those gaps… That’s something that you’ll be hearing us talk about a lot more.”

Under Transportation Secretary Anthony Foxx, creating connected networks is one of four overarching policy priorities for the U.S. Department of Transportation, he said. (The others are safety, data and performance measures, and equity.)

Martha Roskowski, vice president for local innovation at PeopleForBikes, described “the network” as “where things are going.”

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