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Posts from the "U.S. DOT" Category

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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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Foxx: New U.S. DOT Bike/Ped Initiative “Critical to Future of the Country”

Transportation Secretary Anthony Foxx just announced to the Pro-Walk Pro-Bike Pro-Place conference in Pittsburgh that the department is “putting together the most comprehensive, forward-leaning initiative U.S. DOT has ever put forward on bike/ped issues.” He said the initiative “is critical to the future of the country.”

Photo: Wikipedia

The top priority, he said, will be closing gaps in walking and biking networks where “even if people are following the rules, the risk of a crash is too high.” He said dangerous street conditions are especially severe in low-income communities, where pedestrians are killed at twice the rate as in high-income areas, often because they lack sidewalks, lighting, and safe places to cross the street. He noted that when he was mayor of Charlotte, a child was hit by a driver because the road he was walking on with his mother had no sidewalk, and overgrown bushes pushed them into the street.

In its announcement today, U.S. DOT noted that pedestrian and cyclist deaths have been rising faster than overall traffic fatalities since 2009.

As Foxx often mentions when discussing street safety issues, he himself has been the victim of a crash. He was hit by a right-turning driver while jogging one morning during his first term as mayor.

As part of the initiative, U.S. DOT just wrapped up bike/ped assessments in Boston, Fort Worth, and Lansing, Michigan. They’ll be leading similar assessments in every state in the country.

Without going into detail, Foxx also said the department plans “to re-examine our policies and practices that without intending to do so have occasionally resulted in road designs that shut out people on foot and on bicycle.” Certainly, there is a wide variety of federal transportation policies and practices that warrant examination on that front.

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Why Transit Agencies Expand Even When They Struggle to Provide Service

This map shows transit routes in New Orleans that run less frequently than once every 30 miles at peak hour in red. Routes that run at 15-minute frequencies or less. Image: Ride New Orleans via Transport Politic

Frequent transit in New Orleans is scarce: The transit routes in red run less frequently than once every 30 minutes at peak hour, while only the routes in green run at least every 15 minutes. Image: Ride New Orleans via Transport Politic

New Orleans transit is in bad shape, as we reported recently. The New Orleans Regional Transit Authority has never recovered from Hurricane Katrina and service is at about 36 percent of pre-storm levels despite the region’s population rebound.

New Orleans’ frequent service lines have been slashed dramatically. Even newly built streetcar lines are running infrequently.

So why is New Orleans planning a major expansion that would dramatically expand the streetcar system, as well as add light rail and bus rapid transit? As Yonah Freemark recently pointed out at the Transport Politic, despite its inability to deliver frequent along its existing routes, NORTA plans to pour $3.5 billion into construction.

This case, Freemark explains, illustrates problematic incentives embedded in federal policy. Namely, the federal government makes money available for expansion projects but not for day-to-day service:

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