Transportation is changing due to funding limitations, rising costs, environmental concerns, and shifting demands. Smart transportation is an approach that links transportation investments and land use planning through collaboration, creativity, flexibility, efficiency, and choices to build sustainable communities. It requires PennDOT and other stakeholders to think beyond boundaries and work together through coordination, outreach, and understanding differing roles to manage mobility and land use holistically.
09/25/13: Senate EPW Highway Trust Fund Hearingartba
This document summarizes the testimony of Dr. T. Peter Ruane before the Senate Committee on Environment and Public Works regarding the need to invest in America's infrastructure and preserve federal transportation funding. It notes that the Highway Trust Fund will be unable to support new transportation obligations beginning in 2015 without additional funding sources. It also provides data showing states' reliance on federal highway funding, which averages 51.6% of state transportation capital spending nationally.
The presentation was used by UDOT Executive Director Carlos Braceras during the Infrastructure and General Government Appropriations Subcommitte meeting on September 12, 2013.
During the 2017 National Regional Transportation Conference, Dan Blankenship shared information about the Roaring Forks Transportation Authority's work to serve the mobility needs of the region, including through bus rapid transit and other innovations.
Portland has reduced per capita CO2 emissions through urban planning policies that focus development around mixed-use centers connected by public transit and bike/pedestrian infrastructure. This has led residents to drive less and use alternatives like biking and transit more. Portland's 2040 Growth Concept plan aims to continue these trends by concentrating new growth around existing centers to shorten travel distances and promote alternatives to driving. Analysis shows these policies will prevent nearly 100,000 metric tons of CO2 emissions annually by 2035 compared to business as usual sprawl development.
The document is a letter of support for the RAPID Act (H.R. 2641), which would streamline the environmental permitting process for development projects. It argues that lengthy permitting delays currently result in stalled projects and millions of jobs not being created each year. The RAPID Act would improve coordination among agencies, allow concurrent rather than serial reviews, recognize competent state-level reviews, impose reasonable deadlines, and reduce the statute of limitations for challenges. Supporters say this practical approach would speed up permitting and allow important projects and job creation to move forward.
FHWA MOU with the State of Texas Regarding Environmental Reviews.artba
This letter supports the Federal Highway Administration's (FHWA) memorandum of understanding (MOU) assigning environmental review responsibilities under the National Environmental Policy Act (NEPA) to the state of Texas. The American Road and Transportation Builders Association (ARTBA) has consistently supported allowing states to assume responsibility for environmental reviews rather than relying on federal agencies, which could reduce project delays. ARTBA urges FHWA to make the delegation program flexible and attractive to other states by allowing states to customize their level of responsibility and sharing information on different approaches between states.
This document provides information about transportation infrastructure and needs in Georgia. It details various transportation modalities in the state including miles of roads, bridges, airports, rail lines and ports. It also notes that Georgia ranks low for transportation investments per capita and has one of the lowest gas taxes. The document establishes the Georgia Transportation Alliance which aims to bring together stakeholders to research policy solutions and support increased transportation funding to meet the needs of Georgia's growing population and economy. It provides an overview of the Alliance's goals and accomplishments including helping to pass regional transportation funding bills.
09/25/13: Senate EPW Highway Trust Fund Hearingartba
This document summarizes the testimony of Dr. T. Peter Ruane before the Senate Committee on Environment and Public Works regarding the need to invest in America's infrastructure and preserve federal transportation funding. It notes that the Highway Trust Fund will be unable to support new transportation obligations beginning in 2015 without additional funding sources. It also provides data showing states' reliance on federal highway funding, which averages 51.6% of state transportation capital spending nationally.
The presentation was used by UDOT Executive Director Carlos Braceras during the Infrastructure and General Government Appropriations Subcommitte meeting on September 12, 2013.
During the 2017 National Regional Transportation Conference, Dan Blankenship shared information about the Roaring Forks Transportation Authority's work to serve the mobility needs of the region, including through bus rapid transit and other innovations.
Portland has reduced per capita CO2 emissions through urban planning policies that focus development around mixed-use centers connected by public transit and bike/pedestrian infrastructure. This has led residents to drive less and use alternatives like biking and transit more. Portland's 2040 Growth Concept plan aims to continue these trends by concentrating new growth around existing centers to shorten travel distances and promote alternatives to driving. Analysis shows these policies will prevent nearly 100,000 metric tons of CO2 emissions annually by 2035 compared to business as usual sprawl development.
The document is a letter of support for the RAPID Act (H.R. 2641), which would streamline the environmental permitting process for development projects. It argues that lengthy permitting delays currently result in stalled projects and millions of jobs not being created each year. The RAPID Act would improve coordination among agencies, allow concurrent rather than serial reviews, recognize competent state-level reviews, impose reasonable deadlines, and reduce the statute of limitations for challenges. Supporters say this practical approach would speed up permitting and allow important projects and job creation to move forward.
FHWA MOU with the State of Texas Regarding Environmental Reviews.artba
This letter supports the Federal Highway Administration's (FHWA) memorandum of understanding (MOU) assigning environmental review responsibilities under the National Environmental Policy Act (NEPA) to the state of Texas. The American Road and Transportation Builders Association (ARTBA) has consistently supported allowing states to assume responsibility for environmental reviews rather than relying on federal agencies, which could reduce project delays. ARTBA urges FHWA to make the delegation program flexible and attractive to other states by allowing states to customize their level of responsibility and sharing information on different approaches between states.
This document provides information about transportation infrastructure and needs in Georgia. It details various transportation modalities in the state including miles of roads, bridges, airports, rail lines and ports. It also notes that Georgia ranks low for transportation investments per capita and has one of the lowest gas taxes. The document establishes the Georgia Transportation Alliance which aims to bring together stakeholders to research policy solutions and support increased transportation funding to meet the needs of Georgia's growing population and economy. It provides an overview of the Alliance's goals and accomplishments including helping to pass regional transportation funding bills.
This document summarizes the key points made by the American Road & Transportation Builders Association in testimony to the Senate Finance Committee on funding and financing highways and transit. It notes that the Highway Trust Fund faces a significant long-term revenue shortfall and will be unable to support new investment starting in 2015 without additional funding sources. It reviews options like cutting funding, supplementing the trust fund with general revenues, or generating new revenues through gas tax increases or other user fees. The testimony emphasizes the importance of transportation infrastructure to the economy and jobs and argues that devolving responsibility to states would lead to underinvestment given the national benefits of federal surface programs.
The document discusses transportation infrastructure funding challenges in Louisiana. 44% of major roads are in poor condition, over 3,800 bridges need repairs, and Louisiana has the 2nd highest traffic fatality rate. The state faces a $12.5 billion shortfall as gas tax revenues have not kept up with needs or inflation. Louisiana has one of the lowest gas taxes nationally, which is a fixed amount per gallon rather than a percentage, so revenues do not increase with rising costs. This model is outdated and Louisiana must find new funding sources to address its growing transportation infrastructure problems.
U.S. Bus Rapid Transit: 10 High-Quality Features and the Value Chain of Firms...The Rockefeller Foundation
Bus rapid transit (BRT) is increasingly being considered in cities across the United States as a reliable and cost-effective public transit mode. A large part of the appeal of BRT is its flexibility, offering a choice of system features that can be adapted to each community’s needs and constraints. As more U.S. cities look to BRT, they will need to understand the value chain that provides the vehicles, technology, services and financing needed to create a high-quality BRT system.
A New Vision for State Rail “Transportation Action Plans”OnTrackNorthAmerica
This document summarizes a presentation given at the 2014 AASHTO Standing Committee on Rail Transportation meeting in Denver, Colorado. The presentation discusses trends in rail line abandonment from 2005-2013, current freight transportation patterns and their sustainability, and proposes adopting a transportation action planning process to better coordinate stakeholders and identify opportunities to support commerce through improved freight infrastructure. Key aspects of the proposed process include developing land use strategies, creating action plans with targets and commitments, and establishing metrics to track impacts on commerce, the environment, and communities.
The House Subcommittee on the Federal-Aid Highway Program held a hearing on roadside hazards. Chairman Blatnik opened the hearing by noting the substantial funds spent on highways and need to ensure safety. Representative Cramer stated while highways have been built efficiently, not enough focus has been on safety, as drivers sometimes veer off roads due to errors or circumstances outside their control. He cited statistics showing many crashes involve vehicles leaving roadways. The subcommittee aimed to identify hazards to save lives and money by making roadsides safer.
The House Subcommittee on the Federal-Aid Highway Program held a hearing on roadside hazards. Chairman Blatnik opened the hearing by noting the substantial funds spent on highways and need to ensure safety. Representative Cramer stated while highways have been built efficiently, not enough focus has been on safety, as drivers sometimes veer off roads due to errors or circumstances outside their control. He cited statistics showing many crashes involve vehicles leaving roadways. The subcommittee aimed to identify hazards to save lives and money by making roadsides safer.
The document discusses transportation accessibility and livable communities, noting that improving access enhances quality of life. It highlights trends like an aging population and growing number of low-income households that impact transportation needs. The document also reviews data sources like the National Household Travel Survey that can provide insights into how demographic factors influence transportation accessibility and mobility.
Title: Not Your Grandfather's DOT: The FDOT District 5 and PennDOT Experiences
Track: Connect
Format: 90 minute moderated discussion
Abstract: Today's economic realities require the rethinking of conventional transportation approaches. Learn about how Florida and Pennsylvania's Department of Transportation are using new tools, policies, and guides to proactively plan multi-modal transportation solutions.
Presenters:
Presenter: Jane Lim-Yap Kittelson & Associates, Inc.
Co-Presenter: Steven Deck Parsons Brinckerhoff
Co-Presenter: Brian Hare PennDOT Program Center
Co-Presenter: Mary Raulerson Kittelson & Associates, Inc.
Multi-Modal Transportation in North Texas: Increasing Connectivity Between Jo...Rail~Volution
Where are living wage jobs? Where is high-quality, affordable workforce housing? What are the most pressing health issues and where are they concentrated? How well does the region’s transportation system connect the income, housing and health needs of individuals and families? How can multi-modal transportation make the region healthier, stronger and more resilient?
Join local and national experts on Regional Day for a lively discussion about these topics—including the potential of predictive analytics to help transportation systems become more efficient, safer and easier to use. At the end of Regional Day, meet with colleagues from your own communities to share your insights and plan next steps.
Moderator: Regina Montoya, Chair, Mayor’s Task Force on Poverty, Dallas, Texas
Jeffrey Tumlin, Principal, Nelson\Nygaard Consulting Associates, Inc., San Francisco, California
Craig Adelman, Director of Transit Oriented Development, Low Income Investment Fund, San Francisco, California
Melinda Pollack, AICP, Vice President, Enterprise Community Partners, Denver, Colorado
Dan Burden, Director of Inspiration and Innovation, Blue Zones, Minneapolis, Minnesota
John Fregonese, President, Fregonese Associates, Portland, Oregon
Karla Weaver, AICP, Program Manager, North Central Texas Council of Governments, Arlington, Texas
Elizabeth Sobel Blum, Senior Community Development Advisor, Federal Reserve Bank of Dallas, Dallas, Texas
Michael Sorrell, Esq., President, Paul Quinn College, Dallas, Texas
Dr. Ruben Amarashingham, MD, MBA, President and Chief Executive Officer, Parkland Center for Clinical Innovation, Dallas, Texas
Walter Bialas, Vice President, Director of Research Dallas, JLL, Dallas, Texas
Larry Tubb, Senior Vice President, System Planning, Cook Children's , The Center for Children's Health, Fort Worth, Texas
The American Road and Transportation Builders Association (ARTBA) submitted testimony to the House Transportation and Infrastructure Committee regarding the potential impacts of proposed changes to the Clean Water Act jurisdictional rule. ARTBA represents over 6,000 transportation construction firms and agencies. The testimony expressed concerns that expanding the definition of "waters of the United States" would increase permitting requirements and delays for transportation projects, jeopardizing streamlining reforms. ARTBA advocated for continued federal-state partnership in protecting water resources and urged the EPA to establish a wetlands classification system based on ecological value.
LOCUS is a national coalition of real estate developers that advocates for sustainable and walkable development near transit. It works with policymakers to increase transit funding and incentivize transit-oriented development. LOCUS' legislative priorities include increasing overall transit funding through value capture, providing incentives for transit-oriented development through credit enhancement and tax incentives, and requiring regional planning around transportation. LOCUS proposes a three-pronged strategy including value capture, transit-oriented development planning grants, and a transit-oriented development credit enhancement program to bridge financing gaps.
The document discusses equitable development along regional transitways. It provides case studies on affordable housing developments along light rail lines in Minneapolis and discusses ensuring environmental justice communities benefit from transit expansion. Community engagement was key to addressing concerns along different corridors and shaping development. Equitable policies discussed include inclusionary zoning, land banking, workforce goals, and community benefits agreements.
Supported by The Rockefeller Foundation, this ebook highlights a dozen of CityLab's favorite stories from the 2014 series on how Americans will travel tomorrow.
The Upper Coastal Plain Council of Governments (UCPCOG) and its regional Broadband Task Force received a $72,000 grant from the US Economic Development Administration to conduct a five-county broadband study. The study will develop surveys to document broadband needs, test connectivity speeds, identify existing broadband resources and attract new providers. Improving broadband access will allow more employers to utilize training tools, residents to work remotely, and businesses to connect to markets. The funding will help the region recover from economic impacts of hurricanes and the COVID-19 pandemic by ensuring broadband access.
EPA Proposed “Waters of the United States” Ruleartba
EPA’s proposed “waters of the United States” rule extends federal authority too far and would lead to greater project delays, ARTBA explains to a joint House and Senate committees.
The Transportation Construction Coalition (TCC) sent a letter to Chairman Ryan and Representative Van Hollen commending them for holding a hearing on the status of the Highway Trust Fund. The TCC notes that while MAP-21 stabilized transportation investment, revenues will not support current levels past 2014. The letter then addresses common claims made against the federal transportation program, arguing the Highway Trust Fund is not broke, the Interstate system needs reconstruction, funds are not significantly diverted, devolution is not viable, and public-private partnerships alone cannot replace federal investment. The TCC urges the Committee to support establishing a long-term revenue solution to contribute to economic growth and deficit reduction.
This document discusses the concept of livability and provides examples of how different transportation agencies have promoted livability through policies, partnerships, and design. Livability involves creating healthy, sustainable communities with strong neighborhoods, vibrant town centers, access to jobs and opportunities, and integration of land use and transportation. Case studies show how agencies have used policies supporting transit-oriented development, partnerships with local groups, and street design changes to improve livability at various scales.
02/12/14: Testimony to Senate Environment & Public Works Committeeartba
The document discusses the importance of federal investment in transportation infrastructure to the U.S. economy. It notes that the average U.S. household spends $46.33 per month on federal and state motor fuels taxes used to build and maintain transportation infrastructure, compared to $123 per month on television/internet and $159 per month on electricity/natural gas. In 2012, federal funds supported over 12,500 highway and bridge projects across the U.S., totaling over $6 billion and maintaining critical national transportation networks. Reliable transportation infrastructure is essential for interstate commerce and is tied to over 70 million American jobs.
Greater Vancouver Urban Futures Survey: PlaceSpeak BoardPlaceSpeak
The document summarizes key findings from the 2012 Greater Vancouver Urban Futures Opinion Survey. The survey polled over 1400 residents across 22 municipalities on issues like transportation, housing, the environment, and diversity. Top concerns included healthcare, traffic, and homelessness. Support was strong for expanding public transit over building new roads. Respondents prioritized issues like transportation, housing affordability, and preserving green spaces. Views varied by age, gender, and location within the region. The survey was conducted by PlaceSpeak and researchers from SFU and KDCameron & Associates.
May 29 2014 Draft Small Business Wotus Hearing Statementartba
The American Road and Transportation Builders Association (ARTBA) is concerned that EPA's proposed expansion of federal jurisdiction over "Waters of the United States" under the Clean Water Act will negatively impact transportation projects and small businesses. ARTBA argues that the proposal could subject more transportation projects to lengthy permitting requirements and litigation, even for minor impacts. They support reasonable protection of truly sensitive wetlands but think definitions and regulations should recognize the partnership between federal and state governments, as intended by the Clean Water Act. ARTBA urges EPA to establish a wetlands classification system and "de minimis" standards to reduce unnecessary burdens while still protecting important water resources.
The Sierra Green Transportation Campaign aims to expand transportation choices and reduce reliance on cars through increased biking, walking, transit, and reduced vehicle miles traveled. They are working to influence the anti-rail, pro-highway Ohio Department of Transportation (ODOT) to allocate more funding to sustainable transportation alternatives. The campaign organizes advocacy events, works with local groups and Metropolitan Planning Organizations, and promotes policies like complete streets to achieve their goal of more sustainable transportation options in Ohio.
This document proposes expanding passenger train travel in Oregon through the Valley Railway Corp. It argues that investing in rail infrastructure would provide significant economic, social, and environmental benefits compared to continuing to rely primarily on automobile transportation. Specifically, the summary cites potential savings in transportation costs, job creation, reduced road maintenance expenses, and decreased pollution and wildlife impacts. The proposal claims that expanding rail options could save the state and local governments substantial resources while stimulating business opportunities through a more efficient and sustainable transportation network.
This document summarizes the key points made by the American Road & Transportation Builders Association in testimony to the Senate Finance Committee on funding and financing highways and transit. It notes that the Highway Trust Fund faces a significant long-term revenue shortfall and will be unable to support new investment starting in 2015 without additional funding sources. It reviews options like cutting funding, supplementing the trust fund with general revenues, or generating new revenues through gas tax increases or other user fees. The testimony emphasizes the importance of transportation infrastructure to the economy and jobs and argues that devolving responsibility to states would lead to underinvestment given the national benefits of federal surface programs.
The document discusses transportation infrastructure funding challenges in Louisiana. 44% of major roads are in poor condition, over 3,800 bridges need repairs, and Louisiana has the 2nd highest traffic fatality rate. The state faces a $12.5 billion shortfall as gas tax revenues have not kept up with needs or inflation. Louisiana has one of the lowest gas taxes nationally, which is a fixed amount per gallon rather than a percentage, so revenues do not increase with rising costs. This model is outdated and Louisiana must find new funding sources to address its growing transportation infrastructure problems.
U.S. Bus Rapid Transit: 10 High-Quality Features and the Value Chain of Firms...The Rockefeller Foundation
Bus rapid transit (BRT) is increasingly being considered in cities across the United States as a reliable and cost-effective public transit mode. A large part of the appeal of BRT is its flexibility, offering a choice of system features that can be adapted to each community’s needs and constraints. As more U.S. cities look to BRT, they will need to understand the value chain that provides the vehicles, technology, services and financing needed to create a high-quality BRT system.
A New Vision for State Rail “Transportation Action Plans”OnTrackNorthAmerica
This document summarizes a presentation given at the 2014 AASHTO Standing Committee on Rail Transportation meeting in Denver, Colorado. The presentation discusses trends in rail line abandonment from 2005-2013, current freight transportation patterns and their sustainability, and proposes adopting a transportation action planning process to better coordinate stakeholders and identify opportunities to support commerce through improved freight infrastructure. Key aspects of the proposed process include developing land use strategies, creating action plans with targets and commitments, and establishing metrics to track impacts on commerce, the environment, and communities.
The House Subcommittee on the Federal-Aid Highway Program held a hearing on roadside hazards. Chairman Blatnik opened the hearing by noting the substantial funds spent on highways and need to ensure safety. Representative Cramer stated while highways have been built efficiently, not enough focus has been on safety, as drivers sometimes veer off roads due to errors or circumstances outside their control. He cited statistics showing many crashes involve vehicles leaving roadways. The subcommittee aimed to identify hazards to save lives and money by making roadsides safer.
The House Subcommittee on the Federal-Aid Highway Program held a hearing on roadside hazards. Chairman Blatnik opened the hearing by noting the substantial funds spent on highways and need to ensure safety. Representative Cramer stated while highways have been built efficiently, not enough focus has been on safety, as drivers sometimes veer off roads due to errors or circumstances outside their control. He cited statistics showing many crashes involve vehicles leaving roadways. The subcommittee aimed to identify hazards to save lives and money by making roadsides safer.
The document discusses transportation accessibility and livable communities, noting that improving access enhances quality of life. It highlights trends like an aging population and growing number of low-income households that impact transportation needs. The document also reviews data sources like the National Household Travel Survey that can provide insights into how demographic factors influence transportation accessibility and mobility.
Title: Not Your Grandfather's DOT: The FDOT District 5 and PennDOT Experiences
Track: Connect
Format: 90 minute moderated discussion
Abstract: Today's economic realities require the rethinking of conventional transportation approaches. Learn about how Florida and Pennsylvania's Department of Transportation are using new tools, policies, and guides to proactively plan multi-modal transportation solutions.
Presenters:
Presenter: Jane Lim-Yap Kittelson & Associates, Inc.
Co-Presenter: Steven Deck Parsons Brinckerhoff
Co-Presenter: Brian Hare PennDOT Program Center
Co-Presenter: Mary Raulerson Kittelson & Associates, Inc.
Multi-Modal Transportation in North Texas: Increasing Connectivity Between Jo...Rail~Volution
Where are living wage jobs? Where is high-quality, affordable workforce housing? What are the most pressing health issues and where are they concentrated? How well does the region’s transportation system connect the income, housing and health needs of individuals and families? How can multi-modal transportation make the region healthier, stronger and more resilient?
Join local and national experts on Regional Day for a lively discussion about these topics—including the potential of predictive analytics to help transportation systems become more efficient, safer and easier to use. At the end of Regional Day, meet with colleagues from your own communities to share your insights and plan next steps.
Moderator: Regina Montoya, Chair, Mayor’s Task Force on Poverty, Dallas, Texas
Jeffrey Tumlin, Principal, Nelson\Nygaard Consulting Associates, Inc., San Francisco, California
Craig Adelman, Director of Transit Oriented Development, Low Income Investment Fund, San Francisco, California
Melinda Pollack, AICP, Vice President, Enterprise Community Partners, Denver, Colorado
Dan Burden, Director of Inspiration and Innovation, Blue Zones, Minneapolis, Minnesota
John Fregonese, President, Fregonese Associates, Portland, Oregon
Karla Weaver, AICP, Program Manager, North Central Texas Council of Governments, Arlington, Texas
Elizabeth Sobel Blum, Senior Community Development Advisor, Federal Reserve Bank of Dallas, Dallas, Texas
Michael Sorrell, Esq., President, Paul Quinn College, Dallas, Texas
Dr. Ruben Amarashingham, MD, MBA, President and Chief Executive Officer, Parkland Center for Clinical Innovation, Dallas, Texas
Walter Bialas, Vice President, Director of Research Dallas, JLL, Dallas, Texas
Larry Tubb, Senior Vice President, System Planning, Cook Children's , The Center for Children's Health, Fort Worth, Texas
The American Road and Transportation Builders Association (ARTBA) submitted testimony to the House Transportation and Infrastructure Committee regarding the potential impacts of proposed changes to the Clean Water Act jurisdictional rule. ARTBA represents over 6,000 transportation construction firms and agencies. The testimony expressed concerns that expanding the definition of "waters of the United States" would increase permitting requirements and delays for transportation projects, jeopardizing streamlining reforms. ARTBA advocated for continued federal-state partnership in protecting water resources and urged the EPA to establish a wetlands classification system based on ecological value.
LOCUS is a national coalition of real estate developers that advocates for sustainable and walkable development near transit. It works with policymakers to increase transit funding and incentivize transit-oriented development. LOCUS' legislative priorities include increasing overall transit funding through value capture, providing incentives for transit-oriented development through credit enhancement and tax incentives, and requiring regional planning around transportation. LOCUS proposes a three-pronged strategy including value capture, transit-oriented development planning grants, and a transit-oriented development credit enhancement program to bridge financing gaps.
The document discusses equitable development along regional transitways. It provides case studies on affordable housing developments along light rail lines in Minneapolis and discusses ensuring environmental justice communities benefit from transit expansion. Community engagement was key to addressing concerns along different corridors and shaping development. Equitable policies discussed include inclusionary zoning, land banking, workforce goals, and community benefits agreements.
Supported by The Rockefeller Foundation, this ebook highlights a dozen of CityLab's favorite stories from the 2014 series on how Americans will travel tomorrow.
The Upper Coastal Plain Council of Governments (UCPCOG) and its regional Broadband Task Force received a $72,000 grant from the US Economic Development Administration to conduct a five-county broadband study. The study will develop surveys to document broadband needs, test connectivity speeds, identify existing broadband resources and attract new providers. Improving broadband access will allow more employers to utilize training tools, residents to work remotely, and businesses to connect to markets. The funding will help the region recover from economic impacts of hurricanes and the COVID-19 pandemic by ensuring broadband access.
EPA Proposed “Waters of the United States” Ruleartba
EPA’s proposed “waters of the United States” rule extends federal authority too far and would lead to greater project delays, ARTBA explains to a joint House and Senate committees.
The Transportation Construction Coalition (TCC) sent a letter to Chairman Ryan and Representative Van Hollen commending them for holding a hearing on the status of the Highway Trust Fund. The TCC notes that while MAP-21 stabilized transportation investment, revenues will not support current levels past 2014. The letter then addresses common claims made against the federal transportation program, arguing the Highway Trust Fund is not broke, the Interstate system needs reconstruction, funds are not significantly diverted, devolution is not viable, and public-private partnerships alone cannot replace federal investment. The TCC urges the Committee to support establishing a long-term revenue solution to contribute to economic growth and deficit reduction.
This document discusses the concept of livability and provides examples of how different transportation agencies have promoted livability through policies, partnerships, and design. Livability involves creating healthy, sustainable communities with strong neighborhoods, vibrant town centers, access to jobs and opportunities, and integration of land use and transportation. Case studies show how agencies have used policies supporting transit-oriented development, partnerships with local groups, and street design changes to improve livability at various scales.
02/12/14: Testimony to Senate Environment & Public Works Committeeartba
The document discusses the importance of federal investment in transportation infrastructure to the U.S. economy. It notes that the average U.S. household spends $46.33 per month on federal and state motor fuels taxes used to build and maintain transportation infrastructure, compared to $123 per month on television/internet and $159 per month on electricity/natural gas. In 2012, federal funds supported over 12,500 highway and bridge projects across the U.S., totaling over $6 billion and maintaining critical national transportation networks. Reliable transportation infrastructure is essential for interstate commerce and is tied to over 70 million American jobs.
Greater Vancouver Urban Futures Survey: PlaceSpeak BoardPlaceSpeak
The document summarizes key findings from the 2012 Greater Vancouver Urban Futures Opinion Survey. The survey polled over 1400 residents across 22 municipalities on issues like transportation, housing, the environment, and diversity. Top concerns included healthcare, traffic, and homelessness. Support was strong for expanding public transit over building new roads. Respondents prioritized issues like transportation, housing affordability, and preserving green spaces. Views varied by age, gender, and location within the region. The survey was conducted by PlaceSpeak and researchers from SFU and KDCameron & Associates.
May 29 2014 Draft Small Business Wotus Hearing Statementartba
The American Road and Transportation Builders Association (ARTBA) is concerned that EPA's proposed expansion of federal jurisdiction over "Waters of the United States" under the Clean Water Act will negatively impact transportation projects and small businesses. ARTBA argues that the proposal could subject more transportation projects to lengthy permitting requirements and litigation, even for minor impacts. They support reasonable protection of truly sensitive wetlands but think definitions and regulations should recognize the partnership between federal and state governments, as intended by the Clean Water Act. ARTBA urges EPA to establish a wetlands classification system and "de minimis" standards to reduce unnecessary burdens while still protecting important water resources.
The Sierra Green Transportation Campaign aims to expand transportation choices and reduce reliance on cars through increased biking, walking, transit, and reduced vehicle miles traveled. They are working to influence the anti-rail, pro-highway Ohio Department of Transportation (ODOT) to allocate more funding to sustainable transportation alternatives. The campaign organizes advocacy events, works with local groups and Metropolitan Planning Organizations, and promotes policies like complete streets to achieve their goal of more sustainable transportation options in Ohio.
This document proposes expanding passenger train travel in Oregon through the Valley Railway Corp. It argues that investing in rail infrastructure would provide significant economic, social, and environmental benefits compared to continuing to rely primarily on automobile transportation. Specifically, the summary cites potential savings in transportation costs, job creation, reduced road maintenance expenses, and decreased pollution and wildlife impacts. The proposal claims that expanding rail options could save the state and local governments substantial resources while stimulating business opportunities through a more efficient and sustainable transportation network.
Beyond Mobility proposes a 3-part strategy for the US DOT to encourage more sustainable transportation spending at the state and local levels:
1. Institute a performance-based rating system to rank state DOTs and projects using sustainability metrics, providing accountability.
2. Expand educational efforts through programs like TPCB to increase awareness among planners and officials about sustainable approaches.
3. Highlight for the public the social, economic, and environmental impacts of transportation decisions through expanded data on issues like health, equity and costs/benefits of different modes.
The document discusses the roles and responsibilities of state and local governments in transportation. It outlines that the state's role is to provide for interstate and interregional transportation, while local governments are responsible for local roads and infrastructure. Metropolitan Planning Organizations (MPOs) provide a forum for regional transportation planning and coordination between local governments. The document also summarizes Louisiana's statewide transportation plan, which includes extensive public outreach and will guide transportation projects and policy through 2043.
Complete streets activists call presentation - part 1rachel_butler
Complete Streets activists call for policies that ensure safe access for all users of roads, including pedestrians, bicyclists, and public transportation riders. A Complete Streets policy requires that new and retrofitted roads accommodate all users through features like sidewalks, bike lanes, and safe crossings. Over 700 jurisdictions have adopted such policies in the U.S. Advocates argue that Complete Streets improve safety, health, mobility, and economic opportunities in communities.
On May 20, 2010, Mary Raulerson of Kittelson & Associates held a workshop in Portland, OR which introduced and illustrated best practices in the field of Complete Streets using case studies she has been directly involved with around the country. During the workshop, special attention was given to the obstacles that had to be overcome and the solutions that worked. The goal of this session was to help identify and tailor practices that will further strengthen the region’s move toward creating, connecting and complimenting great places with great multimodal rights-of-way.
This document summarizes the sustainable mobility strategy of San Francisco and the Bay Area region. It discusses:
1) Key facts about San Francisco and the Bay Area region including population sizes and transportation modes used.
2) The city's goals to grow sustainably and manage future transportation demands through partnerships and integrated transit, walking, biking, and vehicle sharing networks.
3) The agency's strategic direction to improve customer experience, streamline operations, and support smart land use through policies and infrastructure investments.
This document discusses transportation scenario planning. It defines scenario planning and its role in sustainable communities planning. Scenario planning involves developing alternative future scenarios to help decision makers prepare for uncertainties. The document outlines a six-phase scenario planning framework and provides examples from organizations that have used scenario planning. It also lists measures used to evaluate scenarios and notes partnerships between agencies to coordinate on livability and sustainability goals. Additional resources on transportation scenario planning are provided.
Smarter development patterns that improve accessibility and reduce driving can make money, save costs, and improve quality of life for households, businesses, and governments. This is achieved through improved accessibility, more efficient travel, services, and energy use, as well as inclusive planning and quality design. Investments in public transit and more compact development patterns provide significant returns through increased property values and tax revenues, cost savings for households and governments, and improved health and environmental outcomes.
This is the presentation Michael Skipper, Executive Director of the Metropolitan Planning Office, delivered to the Transit Citizen Leadership Academy of Septemb
This document discusses next steps for building a connected super region between New Orleans and Baton Rouge through improved public transportation. It recommends expanding education on transit and transit-oriented development, developing a commuter rail implementation plan, forming an advisory council, prioritizing walkability and bike access, conducting a transit-oriented development strategic plan, and performing a cost-benefit analysis. Examples from other regions like Denver and Minneapolis are provided. Federal grant opportunities are also outlined. Working together regionally is emphasized as no single city can accomplish this transformation alone.
Slide deck used in the Eastside Transportation Association's Legislator briefing held 7/18/2018 at the Master Builder's Association in Bellevue, WA. To watch the recording of the meeting, visit http://stop405tolls.org/2018/07/20/etameeting
Q Select a current transportation problem in Texas State. Briefly d.pdffunkybabyindia
Q: Select a current transportation problem in Texas State. Briefly describe the situation and the
problem. Indicate options available and the major impact of each option on the state.
Solution
Answer-
The current main transportation problem in texas is congestion.Given existing congestion in
Texas and the expectations we have for future growth, we obviously have very real
transportation-related problems.
First, keep in mind that everything about congestion is not bad, as congestion is a byproduct of
economic prosperity. Other cities have “solved” their congestion problem by tanking their
economies, an approach we certainly don’t want to follow.
Second, the Texas population will continue to grow, and the characteristics of that population are
changing—it is becoming more urbanized, older and more ethnically diverse.That the growth
and the changing characteristics of our population have profound impacts on the transportation
system.
Third, and not surprisingly, congestion in Texas is bad, is growing rapidly and will continue to
increase. In our largest cities the rate of growth in congestion is in excess of 8% per year. In
2012, the total cost of congestion—delay time and wasted fuel—exceeded $10 billion in Texas.
Over the past 40 years, our population has more than doubled – up by 125 percent. The number
of cars and trucks on the road has almost tripled. And the number of miles those cars and trucks
travel has more than tripled. Over the same time, our roadway capacity has grown only
modestly—by 19 percent. We have too much demand for roadway space and not enough supply
Texas could solve transportation problems-
Texas is uniquely poised to be an incubator for national transportation solutions.
We have an active network of entrepreneurs, technology industries and major universities with
top-tier transportation research centers, and we are facing some of the country’s most
challenging traffic congestion problems and mobility equity issues.But a substantial shift in
transportation options is upon us, thanks to technology.
For example, various technologies are advancing to market for connected and highly automated
vehicles. And there is a huge potential to harness these emerging technologies to address our
traffic congestion and mobility equity issues.
Take Austin. It’s challenged with urban sprawl, long commutes, affordability and equity issues,
and suburbanization of the poor.
All of these issues matter in how people get around. Lower-income people typically get pushed
out of the downtown core as housing prices rise, and then they can’t afford alternative
transportation because public transit often doesn’t reach the outskirts of town.The government is
becoming more proactive in engendering collaborative partnerships, including one U.S.
Department of Transportation program called the Smart City Challenge.The challenge will invest
money in one midsized city that can uniquely address transportation in a way that can be
replicated throughout the nat.
This document provides an overview of innovative mobility technologies and services that are transforming transportation in Massachusetts, including information technologies, shared mobility services, and autonomous vehicles. It discusses both the promise and challenges of innovative mobility, such as reducing congestion and emissions while ensuring equitable access. The document proposes a public policy framework to maximize the benefits of innovative mobility through goals, pilots, data sharing, and other policies, in order to build a healthier, more equitable transportation system.
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The first topic is CVE (Common Vulnerabilities and Exposures). I have published CVEs many times. But what exactly is a CVE? I'll provide a basic understanding of CVEs and explain how to detect and handle vulnerabilities in OSS.
Next, let's discuss package managers. Package managers play a critical role in the OSS ecosystem. I'll explain how to manage library dependencies in your application.
I'll share insights into how the Ruby and RubyGems core team works to keep our ecosystem safe. By the end of this talk, you'll have a better understanding of how to safeguard your code.
Ivanti’s Patch Tuesday breakdown goes beyond patching your applications and brings you the intelligence and guidance needed to prioritize where to focus your attention first. Catch early analysis on our Ivanti blog, then join industry expert Chris Goettl for the Patch Tuesday Webinar Event. There we’ll do a deep dive into each of the bulletins and give guidance on the risks associated with the newly-identified vulnerabilities.
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https://www.wask.co/ebooks/digital-marketing-trends-in-2024
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Power Grid Model
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For the upcoming meetup we are organizing, we have an exciting lineup of activities planned:
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This webinar is ideal for professionals seeking to harness the power of AI within their data management systems while ensuring high levels of customization and security. Whether you're a novice or an expert, gain actionable insights and strategies to elevate your data processes. Join us to see how FME and AI can revolutionize how you work with data!
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SAM4U, an SAP complimentary software asset management tool for customers, delivers a detailed and well-structured overview of license inventory and usage with a user-friendly interface. We offer a hosted, cost-effective, and performance-optimized SAM4U setup in the Skybuffer Cloud environment. You retain ownership of the system and data, while we manage the ABAP 7.58 infrastructure, ensuring fixed Total Cost of Ownership (TCO) and exceptional services through the SAP Fiori interface.
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Smart Transportation by PennDOT
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2. Why is transportation changing? What is smart transportation? How do we do this? 1 All photographs and images from PennDOT, Glatting Jackson Kercher Anglin, or public domain, unless otherwise noted. Content for Session 2 3
6. Photo Source: Used with permission from Orange County Regional History Center
7. Photo Source: Used with permission from Orange County Regional History Center
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11. change is imperative funding limitations rising costs environmental concerns shifting market demands energy crisis land constraints economic development quality of life community building
12. Photographer: penywise. Used through license agreement with morguefile.com Revenue sources for financing transportation projects are severely limited .
13. Nearly 25% of Pennsylvania’s bridges are structurally deficient , compared with just 12% in the U.S. Pennsylvania ranks last in the nation in this statistic.
14. Even if we did have the money, we can no longer afford the conventional approach to tackling transportation/ land use issues.
15. Hot Mix Asphalt: + 88 % Image Source: Used by license agreement from morguefile.com. Photographers (top to bottom): kevinrosseel, alvimann, ppdigital 2008 Numbers are from First Quarter of 2008 (PennDOT) From 2003 to 2008… Fabricated Structural Steel: + 156 % Concrete: + 53 %
16. Source: U.S. Department of Energy; Bureau of Labor Statistics Our families cannot afford it… 18% of an average household budget spent on transportation In automobile-dominated regions, this figure can exceed 30% - often more than a family spends on housing Jan 2003 June 2008 Increase Gasoline $1.41 $4.02 +185% Diesel $1.50 $4.72 +215%
17. Source: An Economic Plan for the Commonwealth, Brookings Institution, March 2008 A recent study of PA’s economy revealed that enhancing our infrastructure is one of four assets that matter for a strong, vibrant economic future Our economy cannot afford it…
18. Our environment cannot afford it… Photographer: rosevita. Used through license agreement with morguefile.com
23. Photographer: heyjude. Used through license agreement with morguefile.com What is Smart Transportation? 2
24. Smart Transportation is partnering to build great communities for future generations of Pennsylvanians by linking transportation investments and land use planning and decision-making.
30. lasting solutions “do-overs” More … Less… Photographer: ladyheart. Used through license agreement with morguefile.com
31. community sprawl More … Less… Photo Source: Lincoln Institute of Land Policy, Visualizing Density program. Authorized for use in public presentations.
32. Photographer: ladyheart. Used through license agreement with morguefile.com How do we do this? 3
33. Fundamentally, smart transportation is about linking land use & transportation decisions/investments.
41. 2,563 municipalities 3 rd most government entities in the U.S. Think Beyond Jurisdictional Boundaries.
42. Obviously, PennDOT cannot change transportation alone. We need to collaborate and coordinate with our community building partners.
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44. Image courtesy of: Steve Price, Urban Advantage. Historic Preservation Transit Agency Developers & Land Owners Local Municipality Public Works Business Owners/ Residents DOT Utilities Economic Development Parks & Rec
54. Smart Transportation means considering all of our safety options for all users of our system… not just building bigger roads for cars
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56. PennDOT is committed to working with our partners in community building to continue creating the world’s most efficient and sustainable transportation system.
Today, I am going to talk about one of PennDOT’s main priorities—integrating “Smart Transportation” into the way we do business, and the way we approach our new transportation challenges in the Commonwealth.
Transportation is changing today, just as it has throughout history…
Changes in transportation technology have allowed and encouraged different settlement patterns. How we move around has changed dramatically over the past century…. And as a result, the places and people that we are serving with our transportation facilities have changed tremendously.
The early patterns were based on walking as the primary transportation mode. Streets were narrow, uses were mixed, cities were compact. Many medieval cities simply stopped growing when they became too large for people to walk from the edges to the center.
The introduction of streetcars allowed people and businesses to spread out a little, as they could now travel further in the same amount of time. However, the form was still very compact.
The creation of the interstate highway system coincided with an explosion in the number of people owning cars. [Photos are of President Eisenhower and Senator Al Gore, Sr., who—ironically—was a leading champion in Congress for the highway system] This new transportation milestone proved to be the most dramatic in changing how our cities grew. In addition to greatly expanding mobility options, the interstate highway system also led to scars through our community centers, as well as through our natural landscapes. Can you imagine permitting these projects today?
These new highways allowed people to flee the “dirty” cities to new suburbs that were springing up across America. Suddenly, people could live and work anywhere they wanted. Communities across the country became more spread out, roads became wider, vast areas now only had a single use, and land development codes were changed to accommodate cars.
This is one of the first automobile-oriented suburbs: Levittown, PA (just north of Philadelphia). The Levittown model of mass-production techniques and single-use districts has now become the predominant development pattern in the U.S.
The dominance of the automobile as the primary mode of transportation led to development patterns that look the same in every corner of America: disconnected local streets, single-use districts, strip commercial development. However, this pattern has proven to be astoundingly expensive to build and maintain.
New financial, technological, environmental, and social contexts changed the way we developed transportation systems in past generations. This is happening again. For a variety of reasons, we know we cannot afford to continue the current pattern, and that we must adapt to a new world.
In the past, we have tried to widen roads and build more of them to “build our way out of congestion.” We are realizing now that this is increasingly becoming a less feasible option for managing our transportation needs. As we all know, our financial resources are very limited, at both the state and local levels
Just to provide some sense of the magnitude of the needs of our existing infrastructure, nearly one-quarter of our bridges are structurally deficient.
Costs of construction materials have also changed, and continue to rise every day. Even if we did have the funding now, we cannot afford the increased costs of materials. Due in part to this massive infrastructure spending in China, India, and elsewhere in the world, costs for raw materials are soaring.
It’s not just PennDOT feeling the squeeze right now—our families are also hurting in the current environment. The costs of automobile reliance has soared. When we prepared this presentation just a few months ago, the gas figure was only $3.50… we have to update this slide daily! Our transportation and land use patterns can no longer require every family to own multiple vehicles, as is the case in many of our communities today. The costs of relying on private automobiles as a sole means of transportation is now simply too high. Throughout the country, households are beginning to change their lifestyles in response to these prices—and we need to adjust our transportation priorities accordingly.
Brookings Institution recently released a report (Mar 2008) about strengthening PA’s economy. They identified 4 things that have to happen to improve our economy—and one of these 4 is enhancing our infrastructure.
Additionally, climate change is becoming a much more important issue to people across the globe, including Pennsylvania’s residents, businesses, and political leaders. One of the major contributors to global warming, according to most scientists, is ever-increasing automobile use. Sprawling land use patterns are also eating into Pennsylvania’s farmland, which is among the most productive in the nation. Many of our transportation decisions over the past several decades have exacerbated this trend towards sprawling out across the landscape. Pennsylvania is urbanizing more land per person than any other state except Wyoming. From 1990 to 2000, our population grew by 3.4%, but our urbanized land grew by 53.6%.
Many of our quality of life indicators are also in decline. We are seeing higher rates of depression, obesity, and time spent in traffic, all of which degrade our quality of life and the social capital in our communities. Many studies have linked these trends, at least in part, to the land use and transportation patterns that are now prevalent in the Commonwealth.
None of these trends are specific to Pennsylvania; our partner DOTs across the nation are also trying to address these concerns.
We have a new series of challenges, and need a new series of solutions. It’s not the old way was “bad” or “wrong”… it’s just that the world is changing rapidly around us, and we need to adapt to our new financial, environmental, physical, and social realities.
All of us in charge of building Pennsylvania must get our heads out of the sand and face this new reality!
Smart Transportation isn’t a temporary initiative or a “niche” category within PennDOT: this is integrated into the way the entire department is does all aspects of our business.
ST is also about doing “more with less” [ click through each individually, brief comments on each. Slides are self-explanatory. ]
So how do we do this? There isn’t a magic bullet that anyone can hand you to solve our serious transportation issues. The solution will come from everyday decisions on the part of those working at PennDOT and our other partners in the community.
Overall, ST boils down to linking our transportation and land use decisions and investments. We cannot make our transportation decisions in a vacuum, just as local communities cannot make land use decisions in a vacuum. The two deeply affect one another.
Here is an animation that shows what this cycle looks like. We have a historic village in the lower right, surrounded by farmland.
A couple of farmers go to the municipality and request a rezoning. They are approved by the local politicians, and then sell to a developer who builds homes on their land.
The commutes between the village and the new subdivision soon lead to a high level of congestion on the state roadway. PennDOT must now come in and widen the road to accommodate this new traffic.
After the road is widened, land values along the road increase. A couple more farmers now go to the municipality to ask for rezoning to commercial land uses. They make the argument “PennDOT just invested in this roadway; we should take advantage of that investment by increasing the township’s tax base with new commercial development.” The political pressure in this situation can be quite intense; it is extremely difficult for local elected officials to turn down this request.
Now, the level of congestion has increased further, and PennDOT has to widen the road AGAIN! Notice how the 6-lane arterial has harmed the “small-town” character of the historic village.
The remaining farmers now have a huge economic incentive to sell their land for development. The land values are too high, because of the access to the 6-lane road, to continue as agriculture. Local officials now have little political or legal choice but to grant re-zoning approval for these final pieces of land. We now have a place that looks like “Anywhere USA”
Eventually we hit the end of this cycle, and this is the road we have. You can see here that no parallel roadways were ever built; the entire community is dependent on the state arterial for access and mobility. (This particular example is Route 73 in Burlington County, NJ).
In PA, like almost every state, local governments have complete authority over land use decisions. The challenge of altering this vicious and unsustainable land use/transportation cycle is dependent on our ability to work beyond these arbitrary borders.
This is only a partial list of all the entities we need to partner with to change this cycle. Clearly, this is a big task that will require new ways of thinking about community-building.
This is only a partial list of all the entities we need to partner with to change this cycle. Clearly, this is a big task that will require new ways of thinking about community-building.
As an example, this image shows the vision created by a community in Virginia. [ click ] We can see that a single agency or entity cannot create a great place on their own. The various pieces must come together in a holistic, comprehensive manner, meaning we all must coordinate with one another.
PennDOT and local municipalities have very different roles. On paper, they are independent and seem unrelated. But in practice, every decision by the DOT affects land use, and every decision by local governments affects investments PennDOT has made. Therefore, we must focus on partnering with one another.
Here are some of the ways each entity can partner to ensure a more cohesive link between land use and transportation. Clearly this is an extraordinarily complex task, and will require a high level of commitment and focus on the part of both PennDOT and local governments.
Let’s look at an example of thinking differently using the roadway network. Using the earlier example, we now have a roadway that is over-capacity, and that cannot be widened because of physical, financial, or environmental realities. In the meantime, growth is still occurring and is actually being encouraged by local governments searching for new tax base. So how do we provide the infrastructure this growth needs, not to mention accommodate existing traffic?
The solution is to look beyond the conventional ways of solving a similar problem, such as expensive bypasses. These animations show the ability to incrementally add new network (compared with widening or building new interchanges or bypasses). We must look beyond the right-of-way to achieve this solution, as we need partnerships with landowners, developers, municipal leaders, and others. [ click through next 2 slides ]
Since land use helped create the transportation problem, land use should also be part of the transportation solution. You can see that our new network has allowed this community to accommodate new growth (and tax base!) but with a different pattern. Ideally, this more compact mixture of uses will reduce trip lengths and total number of trips, and would allow for pedestrian, bicycling, and transit to become viable alternatives. [ click for red arrows ]
Now this community is not reliant on a single state facility… there are route options and additional capacity was produced without widening a single road. But for this vision to be a reality, we have to learn to work beyond our jurisdictional boundaries and professional “silos”.
Smart Transportation also means focusing on transportation choice . Due to the multitude of factors discussed at the beginning of this presentation, transportation systems that are too imbalanced in favor of private automobiles are no longer sustainable.
However, just having transit in a community doesn’t really mean you’re providing “choice”. Making transit a real, viable option for all people (not just those with absolutely no other choice) requires coordination among a number of groups—the transit agencies, PennDOT, local governments, and private developers.
Finally, Smart Transportation also means that we must continue focusing on the most important aspect of our work: safety. However, all too often we have used “safety” as an excuse to build bigger, wider roads. We need to continue thinking about ways to make our transportation systems safer for all of our users.
The Smart Transportation Guidebook, which we produced in coordination with NJ DOT, was released in March 2008. This book provides the technical information needed to begin integrating Smart Transportation principles into our everyday business.
PennDOT is committed to working with our partners in ensuring that true integration between land use and transportation decisions occur.
Collaboration and listening…
Transit and mobility options for all of the people in our communities…
Taking care of our existing infrastructure…
Supporting sound land use principles, including preserving agriculture…
Providing people with the options of walking or biking in all of our communities…
… and creating a great communities in which out future generations can live, work, and play.
Thank you for your time, and I look forward to your questions.