Congressman Cicilline confirms on Twitter:
— David N. Cicilline (@davidcicilline) September 11, 2014
Congressman Cicilline confirms on Twitter:
— David N. Cicilline (@davidcicilline) September 11, 2014
Imagine if this street in Strasbourg, France was Route 2 in Cranston or North Main Street in Providence. Le sigh.
The Obama administration announced a new round of Transportation Investment Generating Economic Recovery grants (known as TIGER VI) with an extremely short turn-around for submitting applications, they are due April 28th.
The City of Providence applied for a TIGER grant last year, RIDOT also submitted a bid for Apponaug which was supported by the Governor. The Apponaug project was awarded a TIGER grant, and while there isn’t direct competition built into the grant process per-say, it is thought that Providence’s streetcar bid lost out to Kansas City’s streetcar which had more secure funding in place at the time. Providence’s 2013 TIGER grant application included a funding plan, but unlike Kansas City’s successful application, steps had not yet been taken to implement that funding.
Capital costs for the project (costs incurred to build it) are estimated to be $117.8 million (2016 dollars). Funding will come from City TIF Bonds, Federal funds, Rhode Island Capital Plan funds, RIPTA CMAQ funds, and a RIDOT land transfer.
In the next month, Providence plans to work further toward implementation of funding by working with the Providence City Council Ordinance Committee to approve a TIF plan for the streetcar district. This funding represents 50% of the projected cost of the project and will be one of the sources for operations revenue after the project is complete.
|A meeting of the I-195 Redevelopment District Commission will be held at Rhode Island Commerce Corporation, 315 Iron Horse Way, Providence, Rhode Island, on Monday, March 17, 2014, beginning at 5 P.M., for the following purposes|
Call to Order: The Chairperson
To consider and act upon such matters as may be considered at a meeting closed to the public pursuant to R.I.G.L. Chapter 42-46 (the Open Meetings Act), specifically matters to be so considered under subsection (1) (discussion of job performance) of § 42-46-5(a) of the Open Meetings Act.
Streetsblog: Why Free Black Friday Parking Is a Bad Idea
Lastly, providing free parking creates an inequity issue for people who do not own a car. As I’ve noted before, more than one-quarter of Cleveland households lack access to a vehicle. Yet, because the cost of parking is already factored into the price of retail goods, these individuals will have to pay for the hidden cost of parking, despite the fact that they will not take advantage of it. Ohio’s transportation policies are already skewed heavily enough towards driving. The round-trip cost of taking public transportation to Tower City ($4.50 per person) is higher than the price for two hours of on-street parking. Requiring the City to pick up this tab only serves to widen the gap between drivers and non-drivers.
If you want to understand why people use a certain transit system, it makes sense to start with the system itself. Frequency, access, and any other service qualities that make riding as convenient as driving will help. Whether or not the way a city is designed and built nudges people toward the system — via residential density and street design, for instance — matters, too.
But as we’ve pointed out in the past, there’s a psychological component to riding transit that’s easy for city officials and planners to overlook. Fact is, we’re not all completely rational about our travel decisions. The perceptions that people have about public transportation, substantiated or not, are powerful enough to attract or repel them.
They’re starting to step up. Eight states that represent, according to the New York Times, “a quarter of the national car market” just announced they’re going to work together on creating a better system for drivers of electric vehicles. They are, in descending order of population size, California, New York, Massachusetts, Maryland, Oregon, Connecticut, Rhode Island, and Vermont, and they say their goal is to help get 3.3 million new EVs sold by 2025. With a combined population of 79 million people, that means one EV for every 24 people.
How are they going to do it? By creating a system that will give EV owners something only gas-guzzling car drivers have now: certainty about where and when and how they’ll be able to fuel up.
I’m all for things that help improve the environment, but I’ve got to say, I’m a little sad that the environmental press is not being more thoughtful on this story. Reduced carbon emissions are wonderful, but it is not simply the carbon which is problematic, it is safety (for people inside and outside of cars) land-use, household budgets, and more. These are among the things states are supposed to do to encourage electric cars:
These are all things that encourage more driving; encouraging sprawl, paving land, putting pedestrians and cyclists in conflict with auto-traffic (I don’t think you’re any less dead after getting run over by an electric vehicle than you are getting run over by a gas powered one), and leaving individuals and families tied to the expense of a car (granted, made less so by reducing the costs of powering the vehicle).
Rhode Island seems quite proud of itself for being part of this group of states, but Rhode Island continues to poorly support alternatives to automobile use, namely mass transit and cycling infrastructure.
Jef Nickerson, founder and editor of the urban planning and development blog Greater City Providence, told WPRI.com that it is “disappointing that Rhode Island prioritizes funding for automobile infrastructure but continues to fail in funding for mass transit services in the state’s urban core.”
Nickerson cited the General Assembly’s inability to pass legislation that would provide a reliable source of funding for the R.I. Public Transportation Authority and Chafee’s unwillingness to support the streetcar as examples of how the state “undervalues transit.”
Warwick wins $10m US TIGER grant for Apponaug road project, beating out PVD streetcar. Background here: http://t.co/QlnddqFnwR
— Patrick Anderson (@andersonpbn) September 5, 2013
RI delegation says Warwick has won $10M US TIGER grant for Apponaug project: http://t.co/LJbl9cR4qr Presumably Prov didn't get streetcar $.
— Ted Nesi (@tednesi) September 5, 2013
According to Congress for New Urbanism President John Norquist, the Salt Lake City area has the fastest growing rail system in America. And as Streetsblog’s Angie Schmitt pointed out last month, “It’s the only city in the country building light rail, bus rapid transit, streetcars and commuter rail at the same
The Providence streetcar project is not the only TIGER grant application coming from Rhode Island. RIDOT has also submitted an application for the Apponaug Circulator Long-term Improvements Project .
The Mayor has thrown his support behind the streetcar however the Governor (former Mayor of Warwick) is not on board, saying through a spokesperson to WPRI that the streetcar project is, “not ready to go.”
I contend that it is the Apponaug project is not ready to go, here’s why:
The one-way circulation as it exists today was a temporary response to the construction of the Post Road Extension by-pass built in the 1970’s. High-speed traffic from that bypass was dumped into the one-way circulation to reach Routes 117 and 1 at the southern side of Apponaug.
The current circulator project seeks to relieve problems cause by heavy through traffic and fix “numerous roadway deficiencies [that] exist along all legs the circulator, including narrow lane widths, narrow or nonexistent shoulder widths, insufficient horizontal curves, poor curb reveal, and poorly defined curb openings.” At the same time, it seeks to improve the environment for area businesses, pedestrians, and cyclists.
These wide lanes, wide shoulders, broad curves, and etc. are exactly what make a village center environment such as Apponaug a poor place for pedestrians and cyclists and by extension, a poor place to run a business. This kind of engineering perpetuates the high-speed movement of automobiles and will not help get pass-through traffic to stop and patronize area businesses.
Basically, these conditions extend the road environment of the Post Road Extension straight through Apponaug.
While the plan calls for reducing the section of Post Road between Four Corners and Williams Corner, the main historic business district, to one lane and installing curb extensions leading to raised crosswalks through that section, the rest of the roadways through the project feature four-lane arterials with wide shoulders; not an ideal environment for pedestrians.
The project features four roundabouts and one tear-shaped not quite roundabout at Williams Corner. While the proposal claims that, “A key characteristic of roundabouts is their ability to handle pedestrian crossings safely,” I’m dubious about the safety of pedestrians in any roundabout that has two-lanes of high-speed traffic moving in each direction. ‘Yield to pedestrians’ and speed limit signs can be put up all over the place, but traffic will move at the speed the road is engineered to allow it to move at.
The business district portion has good pedestrian enhancements, the rest of the project area is not ideal and continues to cut pedestrians off from the surrounding areas.
In late 2009 then Mayor David Cicilline unveiled the Metro Transit Study, calling for the return of streetcars to Providence. In the intervening years, the Core Connector study has looked at the possibilities for doing just that, through studies and public meetings. A locally preferred alternative route connecting the East Side with the Hospitals area in Upper South Providence has been approved by RIPTA.
Then, we entered our fiscal emergency and the streetcar was put on the back burner.
In March of this year, Mayor Taveras gave his Economic Report and expressed his support for seeing the streetcar project continue. Last week, the City of Providence Department of Planning and Development applied for a Federal TIGER grant to partially fund the streetcar project.
The TIGER Grant Application calls for $39 million in federal funds to use towards the $114 million project.
The grant states the remainder of the project would be funded by City TIF Bonds ($54.32 M), RI Capital Plan funds ($15 M), RIPTA CMAQ funds ($5.25 M), and a RIDOT land transfer ($0.80 M).
Operating funds and debt service totaling $6.93 million per year would be funded by the TIF; an Assessment District; parking revenues; fares (~$2), sponsorships, and advertising revenues; and a three year CMAQ subsidy.
The TIGER Grant application included letters of support from RIPTA, the RI Convention Center, Brown University, the College Hill and Jewelry District neighborhood associations, the Providence Foundation, Grow Smart RI, AARP of Rhode Island, the Sierra Club of Rhode Island, House Speaker Gordon Fox, and others.
If the City receives the TIGER funding, construction could begin as early as 2015 following completion of design and environmental revue, with service commencing in 2017.
1The Governor would rather we build a rotary and by-pass road in Warwick.
2Yes, that’s me from 2011.
The Observer objects to Citi Bike not because the bikes are hideous or dangerous—the editors mention, but shrug off, the possibility of “accidents involving goofy tourists,” which for many New Yorkers is a plus—but because of… socialism. Yes! Citi Bike “represents another governmental incursion into the private marketplace.”
Okay, but. This is 180 degrees wrong. It is exactly backwards. Citi Bike, run by Alta Bicycle Share, is a for-profit business, and functions as a massive marketing campaign for Citi Bank .
Crane’s New York Business: A storm-proof way to elevate city buildings
Up and down the coast of New York and New Jersey, property owners are being forced to raise their homes and businesses above a new 100-year floodplain drawn up and mandated by the Federal Emergency Management Agency. In the five boroughs, elevating multistory buildings present a particular problem.
If buildings must be raised five, eight, even 12 feet up on stilts, planners fear it could deaden New York’s vibrant street life along coastal areas. In other words, will Jane Jacobs float?
This video rendering shows what the vision for Greater Kennedy Plaza could look like as you move through it.
USA Today: More small towns thinking big
These small but growing towns are applying some of the most forward-thinking planning tenets to create true downtowns, arts districts and new traffic patterns that alleviate congestion and encourage walking. They’re changing zoning to build city-style condos and apartments above stores. And they’re getting away from big parking lots and strip malls by putting parking underground and behind stores. Often, the downtowns are created around a new city hall, transit stations, arts center — or all three.
“We’ve got to start designing our cities for people first and automobiles second,” says Carmel Mayor James Brainard, a lawyer who picked up some European design sensibilities while studying in England.
American Planning Association: Milwaukee’s transit debate: Streetcar desire vs. disaster
Mayor Tom Barrett is the prime mover behind Milwaukee’s plan to build a brand-new streetcar system. Bright, modern vehicles would traverse a two-mile route through the city’s East Side, downtown and historic Third Ward, a former warehouse area now popular for its shops and restaurants.
Barrett believes flashy streetcars can revitalize Milwaukee’s city front and points to the popularity of the 10-year-old system in Portland, Ore. Today’s streetcars, Barrett says, are more about attracting attention than providing transportation.
“I look at this as an economic development tool,” Barrett told the Tribune. “Look at Portland. That system has aided in spurring development and growth, which is what all communities are looking for now.”
The Seattle Transit Blog reports that Amazon.com, which is building a shiny new headquarters complex in Downtown Seattle, plans to buy that city a new streetcar vehicle for service on an existing line and provide funding for shorter headway service.
The overall proposal includes $5.5 million of support for the Seattle Streetcar. This funding will allow the City to purchase an additional streetcar vehicle and increase operational support for 10 years as a part of the Planned Community Development benefit package. In total, these benefits will increase street car service to every ten minutes during the workday.
They will also be building other pedestrian and cycling enhancements in the area. Apparently all this is in exchange for the taking of a number of public alleys the company needs to construct it’s headquarters.
Imagine if we called on developers to give concessions to receive zoning variances and street abandonments.
DC Streetsblog: Oregon Takes the Next Step in Moving Beyond the Gas Tax
Rep. Earl Blumenauer likes to say that Oregon was the first state to adopt a gas tax and it will be the first state to get rid of it. In 2006-2007, the state conducted a pilot study of alternative revenue collection methods, with an eye toward moving to a better system. This fall, they’ll do another pilot, fine-tuning their process for replacing the gas tax with a vehicle-miles-traveled fee.
The pedestrianisation of one of Europe’s most picturesque urban riversides means the death knell for the Seine’s non-stop riverside expressways. These were the pride of Georges Pompidou in the 60s when France’s love affair with the car was at its height. Opened in 1967 by him, under the slogan “Paris must adapt to the car”, the dual carriageway with perhaps the best view in France allowed a speedy crossing of Paris from west to east. But environmentalists have long complained it was a dreadful, polluting waste of architectural heritage.
The former Interstate-195 lands need a transportation plan as only seven of the 23 parcels slated for redevelopment there can accommodate a building with sufficient on-site parking, a consultant told the I-195 District Commission Monday.
John Chambers, a civil engineer with Fuss & O’Neil Inc., said because so many parcels are “odd-shaped lots” that do not have space for a building and garage, coming up with a transportation strategy for the district would be needed to maximize development value.