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NewsFlash

Meet “Mentee” & Planning Intern Evelyn Garcia :: Fall 2011 Mentorship Program in Motion!

Senate Transportation and Housing Committee's Mark Stivers Takes Policy in Motion Interns and Lauren Michele to the Top of California's Capitol

You’re doing a good service to the field by helping them get established.  We need energetic blood!

— Office of the Secretary, United States Department of Transportation

Policy in Motion’s “Career Development” Mentorship Program is designed to mentor youth, college students and emerging professionals with an interest in public policy and sustainability planning into careers in transportation or urban planning. The program leverages Sacramento as a learning ground by engaging Mentees in the firm’s current local/state/federal policy research and transportation planning projects. It is designed as a work exchange where students provide project and research support for hands-on learning in business development and policy implementation,  as well as personal mentorship into career networks around California’s Capitol. Aligning with Policy in Motion’s vision for fostering the growth of “PODs” — people-oriented development — this program seeks to mentor budding leaders in the field of sustainable transportation planning and policy.

UNDERGRAD STUDENTS IN MOTION

EVELYN :: Local Planning Intern

Evelyn Garcia is currently a senior at UC Davis majoring in Community and Regional Development and minoring in Education.  Evelyn served on advisory board as a liaison for Redwood City’s downtown revitalization efforts and worked closely with City government officials in hopes of bridging the gap between youth and adults in the community.  She mentors independent studies high school students in Sacramento in pursuing higher education and preparing for college admissions through a UC Davis organization called Success Through Educational Mentoring (S.T.E.M.) She is actively involved in her Latina community in promoting professional and educational development while also promoting the advancement of Latinas in higher education to young middle school and high school girls all over the Davis, Woodland, and Sacramento area.  Through Policy in Motion she hopes to gain proper guidance and skills in order to develop her interests within community development and urban planning. As a Local Planning Intern for Policy in Motion she will provide support for the Solano County Transportation for Livable Communities Plan Update which focuses on the relationship between transportation and land use through the promotion of smart growth development and sustainable transportation projects in Solano County.

GRADUATE STUDENTS IN MOTION

AMANDA :: Policy Research Intern

Amanda Bradshaw is currently completing a dual-degree in Latin American studies and urban planning at Columbia University in New York City.  She received a B.A. in economics and a B.A. in international development studies from the University of California, Berkeley. During her undergraduate career, she served as a research assistant for a U.S. Economic Development Administration-sponsored study which assessed labor markets within California’s green economy, as well as a study conducted by the Transportation Sustainability Research Center. As a graduate student, Amanda’s research interests include environmental and transportation planning, especially as they pertain to North and South America. In January 2012 she will begin conducting research in Brazil for her thesis which focuses on Brazilian environmental governance and urban reform. As a Policy Research Intern at Policy in Motion during Summer 2011, Amanda provided research support for the a Caltrans statewide planning project – California Interregional Blueprint – focusing on the implementation of AB 32, SB 375, and SB 391.  Additionally, she provided significant editing contributions to Lauren Michele’s new book, “Policy in Motion: Transportation Planning in California after AB 32.”

BRIGITTE :: Research Intern

Brigitte Driller completed her Bachelor of Science degree in Environmental Policy Analysis and Planning from UC Davis. In the fall, she will continue her education at UC Davis, working toward a Master of Science degree in Transportation Technology and Policy. She hopes to focus her studies toward bicycle and pedestrian planning. While at UC Davis, Brigitte has been involved in numerous research projects. She evaluated international variations in urban morphology using Google Earth, and estimated the impact of the urban heat island effect using ArcGIS. Currently, her research focuses on exploring how attitudes toward bicycling are formed, and creating a methodology to evaluate a planned road diet in Davis. Since March, Brigitte served as a Policy Research Intern with Policy in Motion during Spring 2011. Her work entailed investigating challenges and successes in regulating greenhouse gases in the transportation sector as well as looking at the different regulatory frameworks in Oregon and Washington.

 

EMERGING PROFESSIONALS IN MOTION

LOUISE :: Legislative Communications Intern

Louise Hogerheide completed a Bachelor of Arts degree in Geography, GIS and Planning with a Minor in Environmental Studies from Sacramento State. While at Sacramento State, she did original research on an eventual route of a public hiking trail in the San Joaquin area, specifically between Walnut Grove and Lodi, along the Mokelumne River. While attending Sacramento State she worked as a Trails Planner for the California State Parks’ Planning Section for three years. Louise was an invaluable asset to Policy in Motion from March-July 2011 as the Legislative Communications Intern – providing weekly updates on current California legislation pertaining to sustainable community development and testifying on key legislation during the current session. She had been primarily focused this summer on newsletter communications and the publication of Lauren Michele’s first book, “Policy in Motion: Transportation Planning in California after AB 32.” She hopes to continue her work advocating for biking, hiking, and walking in the Sacramento area and is currently seeking career opportunities.

MINDY :: Green Business Intern

Melinda (Mindy) Bacharach is a recent graduate from the University of California, Davis with a Bachelor of Science degree in Environmental Policy Analysis and Planning. During her time at UC Davis, Mindy studied abroad in Cambridge England and participated in the University of California DC internship program where she interned at Governor Schwarzenegger’s Washington DC Office. She is now looking forward to a new chapter in life where she will utilize her college experiences and education to pursue a career in environmental policy. It is her goal to attend business school in the future with an environmental policy emphasis. As Policy in Motion’s Green Business Intern over Summer 2011, Mindy learned about the financial and structural operations of a small business through her involvement in the Solano County Transportation for Livable Communities Plan Update overseen by the firm’s principal/owner, Lauren Michele.

 

YOUTH IN MOTION

Kai Faust & US DOT Secretary LaHood

Kai Faust is a 17-year-old aspiring policy maker entering his junior year of high school. He served as an intern for TransForm and helped with their “Invest in Transit” campaign, which was created in response to the State’s significant cuts in transit funding. He was selected as one of fifty high school students by the American Public Transit Association to attend a Youth Summit in Washington D.C. this summer to learn more about careers and issues in transit policy. He had a rare opportunity to meet with US Department of Transportation Secretary Ray LaHood and shared Policy in Motion’s vision for sustainable communities through transportation policy with the Secretary who told Kai he was “going places.” He has been actively involved in school as the Treasurer of his Speech & Debate Team (2009 Regional Tournament Winner), Secretary of the Philosophy Club, Member of Amnesty International, and serves on the Leadership Team for creating school policies and events while taking an Honors-level curriculum. Kai is interested in policy implementation as it relates to business development, and as Lauren Michele’s nephew helps with the administrative functions of the family business – serving as Policy in Motion’s only “in-house” intern :)

Categories
California Policy GHG Reduction Metropolitan Planning NewsFlash SB 375

Abbott & Kindermann: Attorney General Comments on Draft EIR for First SB 375 Sustainable Communities Strategy



 

 

 

Attorney General Comments on Draft EIR for First SB 375 Sustainable Communities Strategy

Posted on September 22, 2011 by Abbott & Kindermann

By Leslie Z. Walker

San Diego Association of Governments has prepared the firstdraft Regional Transportation Plan (“RTP”) to include aSustainable Communities Strategy (“SCS”), as required bySenate Bill 375. As drafted, the SCS will achieve the California Air Resources Board’s (“CARB”) 2020 and 2035 greenhouse gas emission reduction targets. CARB staff reviewed the draft RTP/SCS and the quantification of the greenhouse gas reductions expected from implementation of the plan in an Informational Report. The report found that the RTP/SCS would meet the 2020 target of a 7 percent per capita reduction and would just meet the 2035 target of a 13 percent per capita reduction.

On September 16, 2011, the Attorney General submitted a letter commenting on the draft Environmental Impact Report (“EIR”) for the RTP/SCS. The letter criticizes the draft EIR’s analysis of local air quality and greenhouse gas impacts. It claims that the draft EIR’s analysis of local air pollution resulting from the RTP/SCS is inadequate because it focuses on whether the RTP/SCS conforms to a federally approved state plan to meet federal air quality standards. The letter further remarked that the draft EIR failed to discuss “the impacts of the increased air pollution that will result from carrying out the RTP/SCS on communities already severely impacted by air pollution.” The letter further criticizes the RTP/SCS for failure to propose adequate mitigation measures to reduce or offset the impacts on localized air pollution. Finally, the Attorney General alleges that the RTP/SCS is inconsistent with the State’s climate objectives because the per capita GHG emissions from cars and light-duty trucks increase after 2020.

Leslie Z. Walker is an attorney at Abbott & Kindermann, LLP.  For questions relating to this article or any other California land use, real estate, environmental and/or planning issues contact Abbott & Kindermann, LLP at (916) 456-9595.

The information presented in this article should not be construed to be formal legal advice by Abbott & Kindermann, LLP, or the formation of a lawyer/client relationship. Because of the changing nature of this area of the law and the importance of individual facts, readers are encouraged to seek independent counsel for advice regarding their individual legal issues.

 

Categories
California Policy Metropolitan Planning Modeling/Tools NewsFlash SB 375 State Policy US DOT

CALCOG News: California Interregional Blueprint Workshops; CEQA Bills; Policy in Motion Highlighted

Federal News

Senate Committee Adopts “Clean” Reauthorization. The Senate Environment and Public Works Committee passed a four month “clean” extension of the surface transportation reauthorization last week. Full Senate will consider next. The House of Representatives has yet to pass a “clean” authorization extension, but signals are that the four month extension should not run into too much trouble.

House Marks Up Transporation-HUD Bill. The House Transportation-HUD Appropriations Bill (summary table) is consistent with the Ryan budget and funds Highway Trust Fund programs at “sustainable” levels as estimated by the CBO, meaning that federal-aid highways is set at $27.0 billion, a reduction of $14.1 billion (or 34%). The bill cuts Amtrak subsidies from $563 to $227 million; eliminates funding for high speed, TIGER grant programs, and intercity passenger rail capital grants. It funds mass transit new/small starts at $1.554 billion.

Fun Federal Fact: Beginning in 1955 with Eisenhower, every administration but one has transmitted a Highway/Transportation bill to Congress. The exception? The Obama administration. While signaling strong support for infrastructure and transportation investments, the Obama administration stands out as the only one not to have transmitted a proposal to Congress (source Transportation Weekly).

NADO Federal Legislative Report Materials. A well done report with graphs, charts, and just enough words. It covers the latest news from Capitol Hill and the federal agencies. There is an overview of the policy and budget outlook for the remainder of this year, including an update on the Debt Deal, the Congressional Super Committee, the FY2012 appropriations process, and a transportation update.

CEQA Bills

There were a lot of rumors of potential back room CEQA reform deals this year. Many ideas finally found the light of day in the form of late-session amendments. Three made it to the governor’s desk, one will have to wait for next year. Making the cut are SB 292 (Padilla) (the LA stadium bill), AB 900 (Buchanon) (giving governor discretion to grant streamlining for “environmental leadership development projects”); and SB 226 (Simitian) (solar projects, but also allowing new streamlining for projects that meet performance standards developed by OPR in a number of areas, including greenhouse gases and public health).  The odd bill out was SB 931 (Dickinson) that would have allowed streamlining for employment centers and transit proximity projects.  But that is why they have two year bills.

California Interregional Blueprint November Workshops

Save the Date! CalTrans will hold two California Intraregional Blueprint (CIB) workshops in November.  The CIB provides a baseline for the California Transportation Plan and helps meet the requirements of SB 391 (requiring a state long range transportation plan to meet climate change goals). The CIB also complements RTPs. One session will seek input on the methodology that will be used to estimate GhGs for the 2015 California Transportation Plan. 

Dates & Places: November 4 (9:00 to 11:30 am) at the Sacramento Convention Center; November 8 at the CalTrans District 7 Headquarters (100 Main Street) in Los Angeles (9:30 am to Noon).  Both workshops will be webcast.

Quick Hits

  • Policy In Motion. Not every book is so tailored to our line of work. Policy in Motion: Transportation Planning in California After AB 32 explores the current land use-transportation-GHG framework in great detail and with a fresh perspective.  The forward by Air Resources Board member Dan Sperling calls out author Lauren Michele’s “nuanced eye” for implementation. At the very least this work will give you a fresh look at our new world of transportation and land use planning. (Cost: $55; which is nothing when compared to that new activity-based model you have your eye on).
  • Critique of Tea Party Reaction to SB 375. Not that this will make the Tea Party do an about=face on regional planning, but a recent opinion piece in Public CEO should give TP thought-leaders pause to consider a response.
  • America’s Next Top Model(er): Workshop Delayed. Last issue, we said CalTrans would offer a modeling workshop on September 22. But the date conflicted with the ARB hearing on SB 375 implementation. Rather than compete (which would be like giving a speech opposite a NFL football game), its been rescheduled for October 18, from 2 to 4 pm at the SACOG offices. The workshop is designed for executive directors and other policy makers (read: less math and more policy) and conveniently timed to coincide with the next COG Directors meeting. But we are doubtful that CalTrans will adopt our title (above) for the workshop.
  • 2 Million Californians Commute More than 45 Minutes One Way. This according to Census estimates are from 2005 to 2009.  “It used to be when you looked at Census data and saw that someone lived in Los Angeles and worked in San Francisco you assumed it was a mistake,” said Alan Pisarski, author of Commuting in America, “These days you cannot be sure.”
  • CalTrans on Proposed Stormwater Regs CalTrans has submitted a statement of concerns related to the costs of the proposed state regulations for the NPDES permit.
  • Emergency Communications. The Transportation Research Board (TRB) is hosting a competition for Communicating Concepts with John and Jane Q. Public: Transportation During Emergency Situations. TRB is looking for innovative practices in emergency preparedness.

 

Categories
California Policy Complete Streets Metropolitan Planning NewsFlash Transportation Funding

Comstock’s Magazine: Lauren Michele Quoted in Feature on SACOG’s Funding Challenges in Bicycle Implementation

FEATURE: SEPTEMBER 2011


Spinning Wheels: Funding limitations, competing priorities stall bikeway development

Story by John Schumacher | Photo by Mike Graff

Sacramento's cycling proponents would like to see infrastructure expanded for bikes and pedestrians.

As chief executive officer of the Sacramento Area Council of Governments (SACOG), McKeever oversees planning and funding processes for cycling transportation projects, so he’s interested in what works and what doesn’t.

As a cyclist, he’s looking for a ride to the office that is safe and smooth — as well as enjoyable and convenient.

He rides different routes, uses dedicated bike lanes and takes advantage of “road diets,” a concept that reduces the number of vehicle lanes or narrows them to provide safety and room for other users, on some midtown streets.

Day by day on his three-mile jaunts, McKeever, 56, notices changes that hint at Sacramento’s cycling future. Notably, he sees more bike commuters on the road now than when he began riding to work two years ago.

“You hit a critical mass once it becomes common enough and not an oddity or boutique behavior, then suddenly, more and more people take notice of it and start taking advantage of it,” he says. “Once you get a critical mass of cyclists on a route, motorists get used to the fact they’re there. It’s easier for (drivers) to adapt their behavior.”

McKeever says Sacramento is “on the cusp” of that transformation.

Plenty of challenges exist to what some planners and cyclists see as Sacramento’s emergence as a region that embraces cycling. Funding limitations, physical barriers and competing priorities stand between the Capital Region and its aspirations to join the likes of Minneapolis or Portland, Ore., as mid-sized cities with well-earned biking reputations.

Nearly 6 percent of Portland’s population regularly commuted by bike in 2009, followed by Minneapolis with 4.3 percent and Seattle with 2.9 percent, based on a League of American Bicyclists ranking of the nation’s 70 largest communities.

Sacramento ranked 11th with a little more than 2 percent of commutes made by bike, down from 2.7 percent in 2008, when it ranked fourth, but up from 1.3 percent in 2006.

Sacramento has 279 miles of on-street bike lanes and 82 miles of off-street bike paths, according to Sacramento Area Bicycle Advocates, up from 200 miles of on-street lanes and 60 miles of off-street lanes in 2006. Local planners say they hope to add to those totals and make the routes safer as a better, more efficient cycling transportation network emerges.

Several interests seek to influence the ultimate contours of Sacramento’s cycling panorama.

SACOG’s Regional Bicycle, Pedestrian and Trails Master Plan, updated in June, features more than 1,500 projects. Its goals include doubling the percentage of trips by cyclists and pedestrians from 6.6 percent in 2000 to 13.2 percent in 2020 and reducing by 20 percent the number of cyclists and pedestrians killed or injured in traffic accidents.

The bicycle advocates group is putting together its own cycling transportation blueprint, a plan meant to focus on 20 to 40 projects that could make the biggest difference in the region.

Regional cooperation with SACOG has been good, participants say, but local governments have their own plans, too. Individual cyclists also have opinions about how cycling planning should proceed.

Funding always is an issue, especially in an era of budget cuts. Through 2035, SACOG is planning $3 billion in spending for cycling and pedestrian projects plus $595 million for rehabilitation work out of its projected $36 billion budget, according to Matt Carpenter, SACOG’s Director of Transportation Services.

SACOG, which taps federal and state funding, last year awarded a total of $8.6 million to 12 local cycling/pedestrian projects. In Sacramento County, Measure A funds contributed $2.9 million to cycling/pedestrian projects in the past fiscal year, the Sacramento Transportation Authority reports.

In addition, Assembly Bill 147, which seeks to expand eligible uses for transportation mitigation impact fees for transit, bicycle and pedestrian facilities, is awaiting Gov. Brown’s signature. Currently, the use of transportation mitigation impact fees is limited to bridges and major thoroughfares, so a jurisdiction cannot use them to add or widen roads to support new projects. AB 147 would allow a city or county to use these fees to add or improve transit facilities such as bicycle lanes and pedestrian paths.

With multiple parties involved, visions of how the region’s bicycling system should look vary, but they are bound by common threads: Connectivity. Safety. Education.

SACOG’s McKeever says creating more connections is critical.

“I think connectivity is the right word to describe what we’re trying to accomplish,” he says. “For any mode of transit, you have to make it practical and convenient. There’s only so much inconvenience human beings are willing to put up with.” (To further that aim, Sacog.org includes a bicycle trip planner.)

Movement is being made toward defeating the blockades that hinder transit within the community:

Sacramento is nearing completion of a bicycle/pedestrian overpass spanning Interstate 80 to connect North and South Natomas.

Tricia Hedahl, executive director of Sacramento Area Bicycle Advocates (SABA), says she dreams of putting Eastern Avenue on a road diet, making it easier for riders to connect to the American River Parkway bike trail.

Ed Cox, the city of Sacramento’s bicycle and pedestrian coordinator, talks of plans for a bridge connecting Curtis Park to Sacramento City College and light-rail.

“Freeways, rivers, streets — all those things are formidable barriers to bicycling,” Cox says. “It’s a matter of how we overcome them. The barriers are what’s dividing us.”

Sacramento cyclist Jeffery Rosenhall, 38, bicycle commutes four miles to work, from Tahoe Park to midtown, and envisions a network of well-promoted cycling routes.

“If they wanted to go downtown, they’d have a route publicized as a safe route.

If they wanted to get to the American River Parkway or wanted to get to (Sacramento) State, there’s a system of bicycle-friendly routes that connect different parts of the city,” says Rosenhall, a community specialist for the California Department of Health, envisioning an ideal setup.

Consistent vertical signage and strong branding that alerts the public to recommended cycling routes are necessary amenities for a first-class cycling city, Rosenhall says.

Lauren Michele, owner of Policy in Motion, focuses on climate policy analysis, education and implementation relative to transportation and land-use projects. She desires improved connections within communities and says she supports Safe Routes For All, a grassroots movement to integrate schools with transportation planning.

“A huge amount of daily travel … is related to schools,” says Michele, who identifies the involvement of teachers and parents as important facets of the process for improving transportation options. “How can we get kids comfortable bicycling and walking to school? If we can do that, we’ve achieved bicycle nirvana.”

But safety is a critical concern. Two recent fatalities on Carlson Drive near Sacramento State — one at J Street, the other a block away at H Street — have prompted Sacramento Area Bicycle Advocates to focus on the Carlson corridor even though it’s not in SACOG’s master plan.

“That’s a major thoroughfare,” Hedahl, the executive director, says. “If we can make that a top-notch, world-class facility, it will put Sacramento on the map.”

Attention to that area also could improve connections to M Street, a wide, residential street — far less busy than H and J streets — that long has been a preferred route through east Sacramento.

Cox, the city of Sacramento’s bike and pedestrian expert, says concerns about the Carlson corridor are valid, but he would not label it a priority.
“We’ve got needs all over the city that have been waiting for a very long time,” he says. “At the same time, we are doing work on (Carlson) through our traffic engineering division.”

Safety can be improved in ways other than expanding routes  and making physical changes to existing ones, some experts contend.

“We don’t necessarily need more bike lanes,” says Michelle Murdock of Sacramento, a 47-year-old cyclist, editor and lawyer. “What we need is more control … slow things down.”

Rosenhall, the Tahoe Park bike commuter, agrees. A certified bike instructor who teaches adult rider safety, he says cutting speeds and traffic volume — and utilizing designated lanes — make a difference. His perspective is influenced in large part by rides he takes with his 3-year-old son.

“I can be comfortable on all but the hairiest streets,” says Rosenhall of riding by himself. But, “riding with my son definitely puts me in a category closer to everyone else.”

And for “everyone else,” safety is a top priority, says Chris Dougherty, a city of Sacramento planner and SABA board member.

“If we’re really trying to overcome the hurdles of getting more people on bikes, we need to do a lot more on infrastructure to encourage people and make them feel as safe as possible,” he says.

Dougherty commutes 20 miles round trip from Land Park to the Northgate/Del Paso area. He supports making changes to J Street, which is a heavily traveled east-west thoroughfare beginning in the heart of downtown and ending where it becomes Fair Oaks Boulevard near Sacramento State. Instead of three lanes of auto traffic — which characterizes the street until it reaches east Sacramento — he envisions two, leaving room for a “cycle track,” a 6-foot bike lane between parked cars and the sidewalk. Portland has had success using cycle tracks as part of its transportation system.

“What it does is it creates a buffer,” Dougherty says, before characterizing city cycling as “downright dangerous.” “That would be a good way to tackle good, safe infrastructure on some of the higher-volume streets.

“I feel safer riding downtown, midtown … through peak rush-hour traffic because it’s almost at a standstill. When they’re blowing by you at 45 miles an hour, it’s a very unnerving feeling.”

Experts and enthusiasts don’t look far for another potential solution, pointing to quieter streets running parallel to busier arteries as ideal bike routes.

“Roads that aren’t busy thoroughfares are very useful,” says Teresa Giffen, 34, of Sacramento, a technical editor for an environmental consulting firm. “I would never want to ride my bike down Watt Avenue.”

Yet, the need for cyclists and motorists to coexist is clear, and Cox of the city of Sacramento says cyclists must be educated about practical and lawful rules of the road.

“The biggest problem is riding against traffic,” he says. “The motorist has no expectation there’s going to be anyone there. (Drivers) want to turn right; you’re going to be looking to your left. You’re not expecting a cyclist to come out (from the right) riding in front of you.”

Cox also noted a pressing need for children to wear helmets when riding and to learn cycling etiquette.

“When kids are, like, 12, 13, 14, their parents get the impression they know enough about biking; ‘Go ahead and ride in the street,’ “ he says.

“Most people go out and ride in the street. They do some pretty crazy things. If there was any way we could focus more education effort on that group, I think it would really help us.”

What can Sacramento learn from other mid-sized cities?

Minneapolis offers 84 miles of off-street paths and 46 miles of on-street bikeways. That city has six funded bicycle boulevard corridors, areas where low-volume and slower-speed streets are made more cycling friendly through traffic calming, signage, pavement markings and intersection crossing treatments.

The city is one of four nationwide to receive $21.5 million in federal funds through the Nonmotorized Transportation Pilot program, designed to increase bicycling and walking and reduce driving.

“What we’re most proud of here is our trail system and off-street paths,” says Shaun Murphy, Nonmotorized Transportation Pilot Project coordinator for Minneapolis. “It’s so easy to get everyone out on bikes. Our off-street path system goes around the whole city. You don’t have to risk your life to ride.”

Portland, meanwhile, is the only city among the nation’s 70 largest to receive platinum status from the League of American Bicyclists. The city boasts 324 miles of bikeways: 202 miles of bike lanes, 76 miles of off-street paths and 46 miles of neighborhood greenways. Those 324 miles cost less than $60 million, about what one mile of urban freeway costs, according to Dan Anderson, a spokesman for the Portland Bureau of Transportation.

Another Portland feature, Sunday Parkways, features rides on closed streets through different neighborhoods each week. A recent ride through North Portland drew 31,600 cyclists, the Bureau of Transportation reports.

The city’s goal is to increase from 10 percent to 25 percent the amount of trips made by bike by 2030,  Anderson says.

“The best way to get people on bicycles is to offer them a safe and comfortable place to ride,” he says. “You don’t do that by putting them on the busiest roads, the most hectic intersections. You do that by building a network.”

Along with cycle tracks, Portland has “sharrows” — shared lane markings showing cyclists the best place to ride and reminding drivers to share the road — a feature Anderson says has helped.

Can cycling become a part of mainstream transportation in the Sacramento region? Local planners and cyclists say we’re already there in areas such as midtown, downtown, Davis and Folsom.

“But we’re falling behind,” Tricia Hedahl, the SABA executive director, says. “In the past, we were more reactive. … Now we’re shifting our focus and becoming more proactive.”

SACOG chief Mike McKeever says he expects reduced transportation funding will shift planners’ focus to smaller, yet beneficial, investments. The desired result, he says, is a region where cycling is a bigger, safer part of the transportation tapestry.

“I think we’ve made noticeable, tangible progress in the last 10 years,” he says. “Hopefully, we’ll see significant further increases.”

 

Categories
Education/Webinars Public Transit

ICF Webinar on Public Transportation Performance Measures

ICF International

Attend: Public Transportation Performance Measures Webinar

Join ICF for a webinar that highlights the results of a report on current and best practices in the use of public transportation performance measures by state departments of transportation (DOTs) recently completed by ICF for the National Cooperative Highway Research Program (NCHRP).

Drawing on results from a nationwide survey of state DOTs and interviews with staff at state DOT public transportation divisions, this report presents findings on the types of public transportation performance measures being used by state DOTs and how public transportation performance measures are being applied, as well as motivations for using performance measures and challenges faced in linking public transportation performance measures to investment decisions.

This is the second webinar in an ICF series on Performance Measures. Learn more.

EVENT DETAILS
Date: September 14, 2011
Time: 12:00 – 1:00 p.m. EDT
Location: Online
Register Now

 

 

Presenters
Michael Grant
Principal—Transportation
ICF International
Stephanie Trainor
Transportation Planner
ICF International

 

Ask Us How…

Metropolitan planning organizations and transportation agencies are using performance measures to promote sustainability in transportation decision making. Learn the details in this webinar.

Transportation Planning for Operations Webinar Series

The National Transportation Operations Coalition is hosting a webinar series on special topics in transportation planning for operations. Watch the first webinar, moderated by ICF International, on “Statewide Opportunities for Integrating Operations, Safety, and Multimodal Planning.“