Tuesday, April 16, 2013
By Kate Hinds
(UPDATED) The strained relationship between Ray LaHood and House Republican leadership was on full display Tuesday morning, when the transportation secretary sparred with members of a House subcommittee at a hearing about the Department of Transportation's budget request.
Monday, April 15, 2013
Monday, April 08, 2013
The US Navy has been testing a blimp in Jacksonville Florida to see if it could be used as a submarine spotter off the coast of Central and South America.
Testing of the MZ-3A helium filled airship at Naval Station Mayport wrapped up Friday. Earlier last week, US Senator Bill Nelson (D- FL) took a ride on the blimp, which can carry a crew of 10
"I was really struck how maneuverable it is," says Nelson. "It can rapidly ascend and rapidly descend."
Nelson says the benefit of the blimp is fuel economy.
"The amount of fuel it takes to crank up a jet and just taxi out to the runway is the amount of fuel a blimp would use in an entire 24 hour period," he says.
The U.S. Navy's Fourth Fleet patrols the waters around Central and South America- shipping routes for traffickers of drugs, people and other contraband as part of Operation Martillo.
Sen. Nelson says smugglers use a variety of boats- some of them submersible.
"They ride right below the water’s surface, but they’ve gotten a lot more sophisticated than that. They’re building submarines."
The MZ-3A has a cruising speed around 45 knots. Navy spokesman Lieutenant Commander Corey Barker says the blimp wouldn't replace the fixed-wing jet and turbo-prop aircraft currently used in maritime surveillance.
"The blimp would not be responsible for pursuing a ship or fast speedboat," Barker says. "It would simply be responsible for detecting that and passing that information to our patrol units, our aircraft with our partner nations and the coastguard to intercept that ship."
Airship technology is not new. The US Navy was flying rigid airships in the 1920s and 1930s. But Lt. Commander Barker says the surveillance equipment on board the MZ-3A blimp is state of the art.
He says the Navy will also be testing an aerostat, an unmanned balloon that could fly behind a ship to scan the surrounding sea.
"It's not as wide an area as a blimp, but it will have sensors that can detect and monitor illicit activity in the area," says Barker. Aerostats have been used by the military in Afghanistan and also in the 1980s by the US Coastguard to patrol the Caribbean.
Thursday, April 04, 2013
By Jim O'Grady
(New York, NY - WNYC) Build higher. That's what the federal government is saying to the owners of structures badly damaged by Sandy. Northeast flood zones now have tougher re-building requirements that apply across the board: to houses, businesses and government infrastructure.
Housing Secretary Shaun Donovan and Transportation Secretary Ray LaHood stood in front of an Amtrak electrical station in a New Jersey swamp to make their point: any structure more than half destroyed by Sandy that is being rebuilt with federal funds, must be lifted higher than before. The new standards require a building owner to consult an updated FEMA flood map, find the new recommended height for his structure and then lift it a foot above that.
LaHood explained why: "So that people don't have to go through the same heartache and headache and backache that it's taken to rebuild."
LaHood says the Amtrak electrical plant, which was knocked out by Sandy, will be lifted several feet at a cost of $25 million. A statement from the Hurricane Sandy Rebuilding Task Force has details on the new standards:
WASHINGTON – Today, the Hurricane Sandy Rebuilding Task Force announced that all Sandy-related rebuilding projects funded by the supplemental spending bill must meet a single uniform flood risk reduction standard. The standard, which is informed by the best science and best practices including assessments taken following Hurricane Sandy and brings the federal standard into alignment with many state and local standards already in place, takes into account the increased risk the region is facing from extreme weather events, sea level rise and other impacts of climate change and applies to the rebuilding of structures that were substantially damaged and will be repaired or rebuilt with federal funding. As a result, the new standard will require residential, commercial, or infrastructure projects that are applying for federal dollars to account for increased flood risk resulting from a variety of factors by elevating or otherwise flood-proofing to one foot above the elevation recommended by the most recent available federal flood guidance.
This is the same standard that many communities in the region, including the entire state of New Jersey, have already adopted – meaning federally funded rebuilding projects in the impacted region often already must comply with this standard. In fact, some communities require rebuilding higher than this minimum standard and if they do so, that stricter standard would supersede this standard as the minimum requirement.
“Communities across the region are taking steps to address the risks posed by climate change and the Federal Government needs to be a partner in that effort by setting a single clear standard for how federal funds will be used in rebuilding,” said Housing and Urban Development Secretary Shaun Donovan, who also chairs the Hurricane Sandy Rebuilding Task Force. “Providing this guaranteed minimum level of protection will help us safeguard our investment and, more importantly, will help communities ensure they are better able to withstand future storms.”
“President Obama has called on us to invest in our nation’s infrastructure—and that includes ensuring that our transit systems, roads, rails and bridges are built to last,” said Transportation Secretary LaHood, who joined Secretary Donovan in making the announcement in New Jersey today. “The flood risk reduction standard is a common sense guideline that will save money over the long-term and ensure that our transportation systems are more resilient for the future.”
Today’s announcement does not retroactively affect federal aid that has previously been given to property owners and communities in the Sandy-impacted areas. It also does not impact insurance rates under the National Flood Insurance Program, which is administered by the Federal Emergency Management Agency. Moving forward the federal standard applies to substantial rebuilding projects (i.e. when damage exceeds 50 percent of the value of the structure) that will rely on federal funding.
The specific steps that these types of structures will need to take include:
- Elevating – the standard would require structures to elevate their bottom floor one foot higher than the most recent flood risk guidance provided by FEMA; and/or
- Flood-proofing – in situations where elevation is not possible, the standard will require structures to prepare for flooding a foot higher than the most recent flood risk guidance provided by FEMA – for example, by relocating or sealing boilers or other utilities located below the standard elevation
These additional steps are intended to protect communities from future risk and to protect taxpayer investments over the long term.
The programs which received funding in the supplemental bill and will be impacted by this standard include:
- HUD: Community Development Block Grant Disaster Recovery program
- HHS: Construction and reconstruction projects funded by Social Services Block Grants and Head Start
- FEMA: Hazard Mitigation Grant Program and the Public Assistance Program
- EPA: The State Revolving Fund (SRF) programs
- DOT: Federal Transit Administration's Emergency Relief Program, as well as some Federal Railroad Administration and Federal Highway Administration projects
Tuesday, April 02, 2013
By Kate Hinds
Over a dozen plans for improving rail in the Northeast Corridor are under consideration by the federal government, ranging from minor improvements to a future with 220-mile-per-hour bullet trains between Washington and Boston -- not to mention new service between Long Island and New England.
These various options are detailed in a new report released Tuesday by the Federal Railroad Administration. NEC FUTURE sketches out 15 alternatives representing different levels of investment through the year 2040 in the 457-mile corridor.
The options, in turn, have been grouped into four separate categories which grow progressively more ambitious: while those in Level A focus on achieving a state of good repair, Level D would build a separate high-speed rail line between Boston and D.C. and bring new service in the region, primarily in Long Island, New England and the Delmarva peninsula.
The report aims to jump-start public debate about how rail capacity should be shaped in the region. "It is intended to be the foundation for future investments in the Northeast Corridor, a 150 year-old alignment that has guided the growth of what is now one of the most densely populated transportation corridors in the world,” said Rebecca Reyes-Alicea, NEC FUTURE program manager for the Federal Railroad Administration. “(It) will further the dialogue about the rail network in the Northeast and how it can best serve us over for the years ahead.”
Over the next year, these 15 options will be winnowed down. The federal government wants to have a single alternative in place by 2015.
Because it's conceptual, no cost estimates are included in the report. But existing documents provide a baseline. In 2010, Amtrak identified $9 billion alone in state of good repair projects for the NEC, with an additional $43 billion in investment just to meet projected 2030 ridership levels for the current system. Meanwhile, another Amtrak report estimated the cost of bringing high-speed rail to the NEC at $151 billion.
Dan Schned, a senior transportation planner at the Regional Plan Association, said "what’s possible and what Congress has the stomach to spend are two different things."
But he said that funding need not come solely from Congress. "Successful high-speed rail projects around the world have private sector participation," Schned pointed out, adding that "the arrangement of public and private financing and project delivery issues will be the most challenging" aspects of overhauling the NEC.
The Federal Railroad Administration is holding workshops in New Haven, Newark and Washington D.C. next week to present the plan to the public. For more information, go here. Read the full report below.
Thursday, March 28, 2013
Back in 2008, California voters approved a $10 billion bond to plan and build a high-speed rail system across the state. Four years later, support for the high-speed rail has waned. Now that the estimated cost is $68 billion, a recent survey by the Public Policy Institute of California shows that only 43 percent of likely voters support the project.
That number hasn’t changed since the last time the survey was conducted, about a year ago. When asked if they would support a high-speed rail if the cost was lower, support jumps to 55 percent. But the cost has gone down since the last survey, from $100 billion to $68 billion. It’s unclear what number would tip the public back in favor of the system, but they haven’t reached it yet.
At the same time, a majority of Californians (59 percent) think a high-speed rail system is important to the state “quality of life and economic vitality.”
Meanwhile, the California High-Speed Rail Authority has continued to win or settle its legal battles with cities across California. The Authority plans to move forward with construction this summer. The state must spend its $2.35 billion of federal funding on the project before 2017.
Thursday, March 28, 2013
By Martin DiCaro : WAMU
A bipartisan group of 68 members of the U.S. House, responding to the advocates’ safety concerns, has signed a letter to Secretary of Transportation Ray LaHood asking him to order the Department of Transportation to follow through on two aspects of the MAP-21 legislation signed into law last year.
The representatives, including D.C. Congresswoman Eleanor Holmes Norton, are asking Sec. LaHood to establish a national goal to reduce bicyclist and pedestrian fatalities and to push individual states to set “performance measures” to accomplish the same.
“If we don't set performance goals for states and cities there will be no incentive for them to look at what many don't even recognize,” Norton said in an interview with WAMU 88.5. “More people are walking and more people are taking their bikes. Thus, there will be no incentive to try to make the roads easier to navigate.”
As overall roadway fatalities have dropped significantly the number of pedestrians and bicyclists killed has increased, according to federal data. Total fatalities have dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually, from 12 percent of all roadway deaths in 2008 to almost 16 percent in 2011, according to the federal government’s fatality analysis reporting system.
Safety advocates see the establishment of performance measures as an opening for additional federal funding directed to bicycling and walking infrastructure. Currently less than one percent of federal highway safety funds are spent improving bicyclist and pedestrian safety.
“We urge USDOT to set separate performance measures for non-motorized and motorized transportation,” says the letter signed by the 68 House members. “This will create an incentive for states to reduce bicyclist and pedestrian fatalities, while giving them flexibility to choose the best methods to do so.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Thursday, March 28, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) On colorful maps spread out over long tables the planned path of the Purple Line, a 16-mile light rail extension to the D.C. area Metro system, was shown to residents and business owners at a ‘neighborhood work group’ meeting Wednesday night. But the maps reveal, progress to some, means bankruptcy fears to others.
While the maps conjure images of what might be if the $2.2 billion rail system supported by transit advocates and real estate developers ever gets built, to some the plans are the harbinger of personal hardship.
“I’m not happy at all,” said Dario Orellana, the owner of a Tex-Mex restaurant in busy Silver Spring. “We’ve been there for 14 years and moving is going to be really hard on us.”
Orellana is one of about a dozen businesses on 16th Street that would be displaced by the Purple Line’s proposed route through Silver Spring, Maryland. Officials from the Maryland Transit Administration (MTA) explained that the planned right-of-way will also absorb part of business-friendly Bonifant Street, making it a one-way street with parallel parking on one side.
“We have to take up a good part of the street, roughly 25 to 30 feet of it, for the Purple Line to come along here,” said Michael Madden, the MTA’s Purple Line project manager. “We work very hard to minimize those impacts.”
Orellana’s lawyer said no matter how much money the state provides his client in compensation for moving his restaurant, he and other entrepreneurs displaced by the Purple Line will struggle to attract the same clientele to new locations.
“I am looking at the map right now and a number of these businesses will probably have to go somewhere. They are right there in the way of the line,” said attorney Dmitri Chernov.
No one will have to move their businesses anywhere if state lawmakers currently in session in Annapolis fail to approve additional funding to replenish Maryland’s transportation trust fund.
“This is the make or break year, so we know that we need additional revenue, the state needs additional revenue in the trust fund to actual build the Purple Line,” said Madden. “So far we are optimistic, based on the discussions going on, that will happen.”
Madden said the MTA is also preparing to negotiate a permanent federal funding agreement because the Purple Line has been accepted into the Federal Transit Administration’s New Starts program.
“We have planned and designed the project so that it meets all the federal requirements,” Madden said.
A federal grant would provide matching dollars splitting the bill with the state on a 50/50 basis each year of construction, which Madden hopes will begin in 2015 and wrap up in 2020.
“We would not start the project until we know we would have the assurance of sufficient funding to complete the project,” he said.
The Purple Line may be years from carrying its first passengers but the state is close to completing both its preliminary engineering and environmental impact statement, which are due this fall.
The 16-mile light rail system would be powered by overhead cables between Bethesda in Montgomery County to New Carrollton in Prince George’s County, connecting to WMATA’s Red Line’s east and west branches and crossing over Connecticut Avenue. Rider estimates are 74,000 per day by 2040, Madden said.
Some residents at Wednesday night’s meeting – after taking in the MTA’s pretty topographical maps – focused on what they viewed will be the Purple Line’s negative effects on downtown Silver Spring.
“It’s going to take away parking on one side of the street and on Saturdays and Sundays around here on Bonifant Street everything is packed solid,” said Bob Colvin, the president of a local civic association.
Colvin was not impressed with the rail system’s potential to reduce car dependency, thus mitigating the loss of road. “I think people are still going to drive. They are going to come from afar and I’m sure this Purple Line is not going to cover all venues from wherever these people come from.”
Follow Martin Di Caro on Twitter @MartinDiCaro
Wednesday, March 27, 2013
The new tunnels at Devil’s Slide on the northern California coast are finally open to drivers. This marks the first time cars have driven through a brand-new California highway tunnel in almost 50 years. The Devil’s Slide tunnels, officially named the Tom Lantos Tunnels, have been under construction since 2007 but have been a source of controversy since the 1970s.
When Highway 1 was built along the California Coast in the 1930s, it included a 1.2 mile stretch of road on an extremely unstable piece of hillside between San Francisco and Half Moon Bay called Devil’s Slide. During especially rainy winters, the ground would give way, causing the road to break and forcing drivers into a 45 mile detour. In 1995, the road was closed for 158 days.
Since the 1960s, California’s Department of Transportation, or Caltrans, had been looking for an alternative route. Caltrans proposed a highway bypass that would cut through the coastal hills. Locals and environmental activists were vehemently against the bypass, which would have been a larger freeway and split Montara State Park. The groups successfully used the National Environmental Policy Act and the California Coastal Act to postpone construction of the bypass through the 1970s and 80s. At the same time, the groups fought for a tunnel as the solution to the Devil’s Slide.
Caltrans had originally said that a tunnel would be too costly, but an independent study in 1996 showed that the tunnel was “reasonable and feasible.” In November of 1996, 74 percent of the voters of San Mateo County approved an initiative that stated a tunnel was the only permissible repair alternative to Devil’s Slide.
Construction began in 2007. The tunnels are over three-quarters of a mile long, with a total of 32 ventilation fans. The project’s cost of $439 million was fully funded with Federal Emergency Relief money, secured by U.S. Representative Tom Lantos, the tunnel’s namesake.
In a press release, Brian Kelly, the acting secretary of California’s Business, Transportation and Housing Agency, praised Caltrans and the other groups that worked to make the tunnels a reality.
“Ingenuity, will, and perseverance combined to get this project done. The new tunnels are state of the art structures that blend well into the beautiful, natural surroundings on this stretch of Highway 1,” he said. “Thanks to the work of the men and women who dedicated themselves to completing this project, motorists and emergency responders will have a safer journey from this day forward.”
Monday, March 25, 2013
By Kate Hinds
Forced to trim $637 million from its budget, the FAA is closing 149 air traffic control facilities around the country.
The closures will start taking place early next month and will take four weeks to complete.
Air traffic controllers say this means more work for the pilots -- and could lead to delays. "When there’s no controller in the tower, it then becomes a one-in, one-out operation," said Sarah Dunn, a spokesperson for the National Air Traffic Controllers Association, meaning pilots, not controllers, will be coordinating air traffic at these airports. "All the pilots are on the same frequency checking to see who’s landing, who’s coming in and out."
But the FAA says the closures won't affect safety. “We will work with the airports and the operators to ensure the procedures are in place to maintain the high level of safety at non-towered airports,” said FAA Administrator Michael Huerta in a statement.
See the list of towers below.
Tuesday, March 19, 2013
By Martin DiCaro : WAMU
The nation’s infrastructure received a D+, a slight improvement from the D issued in 2009, in an infrastructure report card released by the American Society of Civil Engineers (ASCE), a group whose members stand to benefit from increased spending on the construction of roads, bridges, levees and dams.
The report grades infrastructure in sixteen sectors and prescribes a funding level necessary to bring each up to a B grade. That will require spending $454 billion annually over the next eight years, according to the group’s figures. However, the society estimates only $253 billion annually is currently earmarked for infrastructure repair and improvements, leaving a yearly funding gap of $200 billion.
At a news conference at the Earth Conservation Corps Pump House in southeast Washington – with a view of the structurally obsolete Frederick Douglass Memorial Bridge spanning the Anacostia River – advocates of infrastructure spending sought to convey their message in easy to understand terms, acknowledging that ordinary citizens often do not see the costs associated with outdated infrastructure.
“The real goal is that Americans would have this conversation about infrastructure at their kitchen table,” said ASCE president Greg DiLoreto. “They’d sit down and they’d say, you know what? I was driving home last night, hit a pothole, and I ruined the front end of our car. What can be done about that?”
Former Pennsylvania Governor Ed Rendell, the co-founder of the bipartisan group Building America’s Future, said more Americans are beginning to realize that infrastructure is not free and does not last forever. Still, there is a large difference between what a group of civil engineers believes should be spent and what Congress and state and local governments are willing to spend.
“Members of both parties feel this way, predominately Republicans, that we can’t spend money on anything. That’s wrong,” Rendell says. “We’ve got to get away from this idea that investing in infrastructure is wasteful spending. There are some projects that are bad and we should ask for stricter accountability and transparency, but we’ve got to invest in growth.”
The sector with the highest grade (B-) is solid waste. Inland waterways and levees both received the lowest grade, D-. Grades were poor to mediocre in transportation sectors: aviation (D), bridges (C+), rail (C+), roads (D), and transit (D).
“First we have to repair the quality of the roads,” Rendell said. “But then we have to expand. We have to do additional ramps. We have to widen lanes. A good hunk of the money should be spent on mass transit. There’s got to be a balance.”
The report card breaks down infrastructure state by state. In Washington, D.C., for example, 99 percent of roads are rated poor or mediocre. The report card says driving on roads in need of repair costs District of Columbia motorists $311 million a year in extra vehicle repairs and operating costs – $833 per motorist.
Winning the public’s support to raise revenues for infrastructure spending will depend on convincing the public they have to pay more, whether its taxes or user fees, according to Emil Frankel, a visiting scholar at the D.C.-based Bipartisan Policy Center and former Assistant Secretary of Transportation under the George W. Bush Administration.
"The challenge is being able to make the case about specific facilities that people know and understand, and what the implications would be if they have to close that facility,” said Frankel, who said the ASCE’s figures are sound, even if they are unrealistic in terms of what governments are willing to spend.
“We’re not going to raise that money. People acknowledge we have to invest more but there’s disagreement about how much we need to invest. Whatever funds are available we have to make better choices, prioritize and target,” Frankel said.
Thursday, March 14, 2013
By Martin DiCaro : WAMU
The Washington Metropolitan Area Transit Authority (Metro) says the one-two punch of last year’s fare increase coupled with a temporary lull in a tax benefit is behind a six-percent drop in rail ridership during the last half of 2012.
At Thursday’s board meeting, Metro general manager Richard Sarles said Hurricane Sandy, the federal holiday on Christmas Eve and weekend track work were other factors that contributed to fewer riders -- but said the increase in fares was the most significant.
“You saw that especially in the second half of the year,” Sarles said. “With the federal transit benefit being restored, we are seeing in the first month or two ridership going back up to what we expected. Clearly, the federal transit benefit, when it was cut almost in half, had a significant impact on our ridership.”
The provision allowing for $230 a month in tax subsidies for transit riders expired at the end of 2011, reducing the eligible amount to $125. In January Congress returned the federal transit benefit to $240.
Metro is rehabilitating its aging infrastructure as part of a multi-billion dollar capital improvement program. The track work requires closing some stations and single-tracking at others nearly every weekend, although track work will be postponed for the upcoming cherry blossom festival.
While necessary to repair the transit system, weekend track work is the target of endless complaints, and Sarles says it has scared some riders away. “On the weekends there is a decrease is ridership especially when we close down a set of stations for very necessary work,” he said.
Metro is also tracking ridership swings at individual stations. Dupont Circle saw the largest drop in riders entering the system last year, mostly because the station’s south entrance was closed for months for an escalator replacement. Navy Yard on the Green Line, where Nationals fans disembark to watch their favorite baseball team, saw the most growth, according to WMATA figures.
Thursday, March 14, 2013
Budget cuts brought about by sequestration could force the closure of more than 100 air traffic control facilities -- including control towers at smaller airports across the US.
Kissimmee Gateway Airport, which is just outside of Orlando, is on the list of towers which could be shut down April 7th. City leaders say that would put the brakes on one of the main economic drivers in the area.
“It’s an economic engine, not only necessarily because of what happens on the field, but also what happens adjacent to it," says Mayor Jim Swan. He says the economic impact of the airport is estimated around $100 million a year. Swan says losing the tower will make it tough to market a $3.2 million dollar business airpark which is being built with state and local funds.
A large part of the airport’s traffic includes business jets bringing people to functions at nearby Disney World and conventions on Orlando's International Drive.
Last year the airport saw 129,000 departures and landings from a mix of business jets, and propeller planes. Aviation director Terry Lloyd says losing the control tower- which is operated under a contract with the Federal Aviation Administration- could decrease flights to under 100,000 a year.
"I think it's something that we have a lot of dread [about], and there are a lot of unknowns," he says.
He says having a tower to help manage traffic makes Kissimmee a more attractive destination for business jets.
"The corporate traffic- that's kind of on the top of their checklist, if there's an airport with a tower, that's where they go," he says. "And then if there's not a tower they make a decision- is it important enough for us to go in there, and a lot of it's driven by the aircraft insurance companies."
Aircraft operators also have fuel agreements at airports - like Kissimmee- that guarantee the price of aviation fuel if they land there. Lloyd says those agreements could also be jeopardized by the loss of the tower.
Other airport users say they're concerned about safety. John Calla, vice president of operations for Italico Aviation-- a company that plans to import and assemble light sport aircraft at Kissimmee -- says he's worried about the mix of traffic if there's no tower. "You see the jets that take off here and the speed they operate," says Calla. "You get a smaller aircraft that's used to flying about 60 miles per hour, integrating with something of that size, and you could get some conflicts.
Calla says the tower is important to separate and sequence the arrival and departure of planes. "They know the speed of the aircraft and they know how much to sequence it so traffic flow is not impaired. It also improves the safety as well."
Florida Congressman Alan Grayson has written to Transportation Secretary Ray LaHood and the FAA urging them to consider the impact of closing the tower.
Wednesday, March 13, 2013
By Kate Hinds
New Jersey Transit is putting together a more than $1.2 billion request for federal aid to help it recover from Sandy and prepare for future storms.
Earlier this week, the agency's post-Sandy project list was approved by the North Jersey Transportation Planning Authority, a regional authority that has to sign off on federal funding requests. Of that $1.2 billion request, $450 million is direct cost from Sandy damage. (See photos of the damage here). The remainder would help the agency resist damage from future storms.
The largest chunk of money, $565 million, would go to resiliency funding devoted to upgrading its rail facilities and creating two new storage yards in Linden and New Brunswick. Agency spokesman John Durso Jr. said those yards would be built to withstand a storm at least as strong as Sandy.
The agency doesn't want a repeat of last year's flooding at storage yards in the Meadowlands and Hoboken, which surprised the agency and damaged nearly a quarter of its rail fleet. According to the NJTPA document, those facilities "will require evacuation in future impending storms."
Speaking Wednesday at a NJ Transit board meeting, executive director James Weinstein said if the Linden yard clears a vetting process, the agency hopes to have it in place as the default safe haven in time for this year's hurricane season.
But that's not all NJ Transit has to do. Included in the project list:
- $194 million to replace wooden catenary poles with steel ones along the Gladstone Line, constructing sea walls along the North Jersey Coast Line, elevate flood-prone substations, and raise signal bungalows
- $150 million to upgrade the Meadowlands Maintenance Complex in Kearny, including building flood walls
- $150 million for flood mitigation at its facilities in Hoboken and Secaucus and to provide crew quarters "to ensure the availability of crews post-storms"
- $26.6 million to improve the resiliency of the Hudson-Bergen light rail and the Newark city subway.
"If you think about it," said Weinstein, "what Sandy has created (is) a billion dollar-plus capital program overnight, basically. And that billion dollar-plus capital program has to be evaluated, implemented, executed and completed, under some very strict guidelines that were enacted by Congress."
Should NJ Transit receive funding from the federal government, work would have to be completed within two years from the date of funding notification.
These are "hard core infrastructure projects," said Weinstein.
But he added that it may not be enough: "whether you can prevent boats from washing up on your bridge, I don't know of an engineering principle that would do that. But what we're trying to do is make sure that the structural integrity of this infrastructure doesn't get undermined in the future."
Wednesday, March 13, 2013
By Kate Hinds
Was your heartbeat racing, as fast as your wheels?/ When you flipped over on the Mass Pike, like a clown on a peel (...of a banana)
It was just such fears that led the federal government to shutter Chinatown bus operator Fung Wah earlier this month.
Now, Marc Phillipe Eskenazi has composed a mournful musical tribute to the end of $15 bus service between New York and Boston.
The song, a parody of Bob Dylan's "Farewell Angelina," is filled with gems like:
I'll think of you always with nostalgia and fear / Ian Grossman from the Department of Transportation wants to watch you disappear
But in the back alleys of my mind you've never been so dear / farewell, Fung Wah, your engines may be crazy, but they still got me here.
(via The New Yorker.)
Tuesday, March 12, 2013
By Jim O'Grady
(New York, NY - WNYC) Expect delays. That's the message from the New York Metropolitan Transportation Authority as it readies to spend $2 billion in federal relief aid to make repairs to the subway after Sandy.
Flooding from the storm coated thousands of electrical components in parts of the system with corrosive salt water. The MTA says riders can expect more frequent interruptions of service as those switches, signals, and other parts are replaced.
Immediately after Sandy, the MTA scrambled to get the subway up and running, sometimes with components that were damaged by flooding but hastily cleaned and pressed back into service. Much of that equipment is functioning with a shortened life span, and will be replaced.
That means a lot of repair work will be happening in the subways over roughly the next two years. MTA executive director Tom Prendergast says the work will cause more line shutdowns, called "outages."
"The problem we're going to have is how do we do that and keep the system running?" he told members of the transit committee at MTA headquarters in Midtown Manhattan on Monday. "We don't want to foolishly spend money; we want to effectively spend that money in a very short period of time. So there are going to be greater outages."
Except for the still-shuttered South Ferry terminal and severed A train link to The Rockaways, the subway was almost entirely back up and running within a month after the late October storm. But Sandy's invisible fingers, in the form of corrosion, can still play havoc with trains.
MTA spokesman Adam Lisberg said, "The subways have recorded more than 100 signal failures related to Sandy since service was restored after the storm, plus problems with switches, power cables and other infrastructure. Most of those failures happened in yards, but some were on mainline tracks and led to at least short service disruptions."
Twice last week, signals on the R train failed and briefly disrupted rush hour service. The problem was traced to components degraded by salt water caused by flooding in the Montague Avenue tunnel, which connects Brooklyn to Manhattan beneath New York harbor.
The MTA is in line to receive $8.8 billion in federal Sandy relief aid, which is to be split about evenly between repairs and hardening the system against future storms. Projects funded by the first $2 billion must be completed within two years after their start date. That will cause a flurry of repairs in large swaths of the subway--mostly in Lower Manhattan, the East River tubes, and lines serving waterfront areas of Brooklyn.
The MTA already shuts down or diverts train traffic from parts of the system on nights and weekends to upgrade tracks, signals and switches, and otherwise keep the subway in "a state of good repair." Add to that the new Fastrack program that closes sections of lines overnight for several days in a row, allowing work gangs to fix tracks and clean stations without having to frequently step aside for passing trains. And now comes even more disruptions in the form of post-Sandy repair and mitigation.
There's no word yet on when work will commence or on what lines the extra outages will occur, but straphangers would do well to start bracing themselves. Sandy wounded the subway to a greater extent than the eye can see, and it will take years--and extra breaks in service--to return the system to its pre-storm state.
Thursday, March 07, 2013
By Martin DiCaro : WAMU
(Washington, D.C. -- WAMU) In the basement of a Lutheran church a few blocks from the U.S. Capitol bicycling advocates gathered on a rain-soaked Wednesday afternoon to prepare to meet their congressional representatives. On the third day of the National Bike Summit in Washington, bicyclists from across the country took their message to lawmakers: as more bikes share the roads with cars, more bicyclists are being killed or injured.
“In order for people to feel safe they have to have their own space,” said Karen Overton of New York City, who owns two bike shops. She had a face-to-face meeting with her congresswoman, Rep. Nydia Velázquez, to talk about improving street safety through federal investments in bicycling infrastructure.
“It’s getting easier. Ten years ago it was like we were aliens on the hill. So there has been change in the right direction,” Overton said.
Less than 0.5% of federal highway safety funds are spent improving bicyclist and pedestrian safety, say advocates, at a time when the streets are becoming more dangerous for people not in cars. Pedestrian and bicyclist fatalities have increased from 12% of all roadway deaths in 2008 to almost 16% in 2011, according to the federal government's fatality analysis reporting system (FARS).
In addition to increasing federal spending on bicycling and walking infrastructure (traffic calming structures, separated bike lanes, cycle tracks), advocates are asking their representatives to follow through on efforts to require state transportation departments to set statistical goals to reduce biking and pedestrian incidents, part of a “performance measures” initiative of the MAP-21 legislation signed into law by President Obama on July 6, 2012.
“While there may be a broad safety target set for the number of lives that are lost on the roads, there isn’t a specific one for bicyclists, for pedestrians, and we feel it's a big enough issue that there should be a specific target,” said Andy Clarke, the president of the League of American Bicyclists. He is a signatory on a letter urging U.S. Transportation Secretary Ray LaHood to convince states to use federal funding to make non-motorized transportation safer.
LaHood is a favorite among bike and pedestrian advocates, and he dropped by the National Bike Summit earlier this week.
Overall roadway fatalities have dropped significantly, according to federal data. The number of people killed has dropped from 37,423 in 2008 to 32,367 in 2011. But roughly 5,000 pedestrians and bicyclists are killed annually.
“The numbers have been going up slightly for those two means of travel,” Clarke said. “They’ve been going down for people who are in cars and are belted and buckled up. We want to see a similar level of attention paid to crashes that are happening involving bicyclists, involving pedestrians, even motorcyclists.”
Anthony Siracusa of Memphis was among the advocates who trekked to the hill on Wednesday. He successfully pushed for a $15 million grant to build a bicycle and pedestrian bridge across the Mississippi River. He says once lawmakers should visit bicycling and walking projects in their home districts to see for themselves how cities are becoming more livable.
“It’s one thing to talk about it across a board room table,” he said. “It’s another thing for them to actually experience it and see the number of stakeholders who come together around these projects, and the relatively small investment it takes to make a profound difference in the community.”
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Wednesday, March 06, 2013
By Jim O'Grady
(New York, NY - WNYC) New York area transit has received a double setback, both having to do with Storm Sandy and what's needed to recover from it: money.
Thanks to the sequester, the U.S. Department of Transportation will be disbursing five percent less in Sandy disaster relief to transit systems damaged by the storm. That means 545 million fewer dollars for the NY Metropolitan Transportation Authority; the PATH Train, which connects northern New Jersey to Lower Manhattan; and transit agencies in six northeastern states battered by the storm.
The NY MTA officially learned of the funding reduction in a letter sent Tuesday from the president of the Federal Transit Administration to the authority's acting executive director, Tom Prendergast.
"Dear Tom," the letter began. "I have regrettable news..."
The letter went on to say that "due to inaction by Congress" -- meaning the failed federal budget talks -- there would be less money to recover from Sandy, "the single greatest transit disaster in the history of our nation."
Millions Less For Mitigation
The cut won't be felt right away because the first $2 billion in aid, out of nearly $10.4 billion, is in the pipeline. The NY MTA's first grant was $200 million "for repair and restoration of the East River tunnels; the South Ferry/Whitehall station; the Rockaway line; rail yards, maintenance shops, and other facilities; and heavy rail cars."
The PATH Train, which is operated by the Port Authority of New York and New Jersey, received $142 million "to set up alternative commuter service; repair electric substations and signal infrastructure; replace and repair rolling stock; and repair maintenance facilities."
Future grants were supposed to be used, in part, to protect transportation assets and systems from future disasters. But the letter goes on to say that the cut will curtail those efforts: "FTA will now be required to reduce these investments by the full $545 million mandated by the sequester."
The feds say that the reduced pile of Sandy recovery money means priority will given to reimbursing transit agencies for "activities like the dewatering of tunnels [see photo above], the re-establishment of rail service ... and the replacement of destroyed buses."
Also Affected: A Troubled Megaproject
A spokesman for the NY MTA said the reduction in funds won't affect progress on mega-projects like the Second Avenue Subway and East Side Access, which will bring the Long Island Rail Road into Grand Central Terminal.
"East Side Access and Second Avenue Subway will keep rolling along," the spokesperson said.
But at what cost? In the case of East Side Access, New York State Comptroller Thomas DiNapoli gave a detailed answer on Wednesday, which constitutes transit setback number two. He said in a report that the cost of the project had nearly doubled from an original estimate of $4.3 billion to the current price tag of $8.25 billion. The completion date has also been pushed back ten years to 2019.
These semi-appalling facts are generally known. Less well known is the report's conclusion that the NY MTA's current estimates for the East Side Access timetable and final price tag "do not take into account the impact of Superstorm Sandy."
The storm did little to no damage to the project's eight miles of tunnels. But DiNapoli said it diverted NY MTA resources, which resulted in a construction delay at a key railyard in Queens, costing $20 million. The comptroller added, "Within the next three months, the MTA expects to determine whether the delay will have an impact on the overall project schedule."
In other words, there's a chance that East Side Access could be more than ten years late. A spokesman for the NY MTA declined to comment.
Wednesday, March 06, 2013
By Martin DiCaro : WAMU
After U.S. Transportation Secretary Ray LaHood praised the beleaguered Metropolitan Washington Airports Authority at a Congressional hearing last autumn, two Democratic members of Congress did a slow burn and sent separate letters to him, stating they were "troubled" and "disappointed and concerned" by his support for MWAA.
MWAA oversees the D.C. area's airports -- and is in charge of the massive $6 billion Silver Line rail project. In recent months the agency has been trying to repair its image after a federal audit that found the agency had unethical hiring and questionable contracting practices. The agency also battled Virginia's governor, who sought to oust a member of its board, and it's being sued by a former employee. Now, it's hiring an outside public relations firm.
Maryland Rep. Donna Edwards and West Virginia Rep. Nick Rahall, members of the House Transportation and Infrastructure Committee, wrote LaHood following his November 16 testimony in which he expressed “a lot of confidence in” MWAA’s CEO Jack Potter and MWAA board chairman Michael Curto.
Potter, Curto, and MWAA board vice-chairman Tom Davis were all called to testify about the findings in an audit by the U.S. Department of Transportation’s inspector general. The audit revealed a litany of questionable hiring and contracting practices – a “culture of nepotism” – inside MWAA.
“In light to these admissions to serious missteps, and those highlighted in the Inspector General’s (IG) report, I am troubled by the support you expressed in their continued leadership,” Edwards wrote LaHood. “I would appreciate a more complete explanation of your support for the current leadership of MWAA despite their admission and the IG’s report.”
Congresswoman Edwards declined to comment on this story, but Secretary LaHood’s office provided the following statement:
“Secretary LaHood met with Congresswoman Edwards on January 23, 2013 to respond to her letter. They had a productive discussion of the steps the Department of Transportation has taken to improve accountability and transparency at MWAA, and the Secretary promised to work with the Congresswoman and other interested Members from the Washington Metropolitan area on this issue moving forward.”
Congressman Rahall’s February 15 letter to Sec. LaHood expressed the same concerns about the federal transportation’s chief stated confidence in Potter and Curto.
“I was disappointed and concerned by your testimony that you ‘have a lot of confidence’ the chairman of MWAA’s board of directors and MWAA’s chief executive officer, particularly in view of the fact that these individuals, by their own acknowledgement, were involved in some of the questionable conduct identified by the Inspector General,” wrote Rahall, the committee’s ranking member.
In their November testimony, the two MWAA leaders said many of the transgressions outlined in the audit took place before they assumed their current positions. There were, however, notable cases in which they were directly involved: a law firm that employed Curto’s wife was granted a $100,000 no-bid contract to provide legal counsel.
“I was not chairman at the time. I was not on the legal committee at the time. The general counsel for [MWAA] made the decision to retain the law firm. My wife at the time was an employee at that law firm… she had no direct or indirect financial interest in the law firm,” explained Curto. “Although it wasn’t an actual conflict of interest it certainly was an appearance of a conflict of interest.”
Potter was questioned about the hiring of former MWAA board member Mame Reiley to a job created specifically for her at an annual salary of $180,000 without proper vetting or board approval.
“My judgement was not good in terms of the hiring of that person,” said Potter, who said the creation of the job was necessary to meet the challenges created by rising costs at Dulles International.
Following these admissions Edwards asked Curto if he belonged in his leadership position.
“I would hope so,” Curto responded. “I think the body of the report, most of the findings and conclusions of the inspector general's report occurred prior to my time on the board and certainly prior to my tenure as chair.”
When reached to comment on this story, Curto provided a statement.
MWAA’s "leadership continues to work diligently to address the issues and concerns reported on over the past year. We have made significant progress and believe the organization is moving expeditiously in the right direction."
Rep. Rahall’s office did not respond to repeated requests for comment.
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