{"id":179504327,"date":"2010-09-09T14:18:47","date_gmt":"2010-09-09T14:18:47","guid":{"rendered":"https:\/\/wp.baltimorespokes.org\/?p=179504327"},"modified":"2010-09-09T14:18:47","modified_gmt":"2010-09-09T14:18:47","slug":"the-plan-for-the-long-term-health-of-our-economy-but-not-for-maryland","status":"publish","type":"post","link":"https:\/\/wp.baltimorespokes.org\/?p=179504327","title":{"rendered":"The plan for the long-term health of our economy but not for Maryland"},"content":{"rendered":"

Transportation for America<\/a> called the plan \u201cfundamental to the long-term health of
\nour economy.\u201d Director James Corless issued this statement:<\/p>\n

\n

The Administration has recognized that the earmark-driven, unaccountable spending of the past
\nmust end. The President today has promised to press for carefully targeted investments in those projects
\nthat compete best in satisfying clearly articulated national goals for energy security, safety,
\naffordability, environmental sustainability and economic competitiveness.<\/p>\n<\/blockquote>\n

Now one has to wounder what the impact will be in Maryland when the Gwynns Fall Trail, Great Allegheny
\nPassage and parts of the Jones Fall Trail were all paid for by Federal Earmarks. So while the rest of the
\nnation takes advantage of increased funding in Transportation Enhancements (TE) for bike\/ped projects, will
\nMaryland remain steadfast in its rewritten policy governing bike\/ped projects that is contrary to Federal
\npolicy\/guidelines that keep it dead last in using Federal TE money for bike\/ped projects? <\/p>\n

I seriously have to question the wisdom of MDOT that essentially rewrites the purpose of Federal
\nLaw\/Policy of mainstreaming bike\/ped projects as well that put significant barriers into improving conditions for cycling.<\/p>\n

<\/p>\n

\n

Federal Law\/Policy:<\/p>\n

\n

<\/a>Policy: Mainstreaming Nonmotorized Transportation<\/h2>\n

Federal transportation policy is to increase nonmotorized transportation to at least 15 percent of all
\ntrips and to simultaneously reduce the number of nonmotorized users killed or injured in traffic crashes by
\nat least 10 percent. This policy, which was adopted in 1994 as part of the National Bicycling and Walking
\nStudy, remains a high priority for the U.S. Department of Transportation (DOT). SAFETEA-LU continued to
\nprovide the funding opportunities, planning processes, and policy language by which States and metropolitan
\nareas can achieve this ambitious national goal.<\/p>\n

Improving conditions and safety for bicycling and walking embodies the spirit and intent of Federal
\nsurface transportation law and policy to create an integrated, intermodal transportation system which
\nprovides travelers with a real choice of transportation modes. State and local agencies are challenged to
\nwork together cooperatively with transportation providers, user groups, and the public to develop plans,
\nprograms, and projects which reflect this vision. At the Federal level, the Federal Highway Administration
\n(FHWA) is working with the National Highway Traffic Safety Administration (NHTSA<\/a>), the Federal Transit Administration (FTA), the Federal
\nRailroad Administration (FRA), and other agencies, to implement the bicycle and pedestrian provisions of
\nFederal surface transportation law. This guidance document provides additional information on this important
\nsubject.<\/p>\n

SAFETEA-LU confirmed and continued the principle in Federal surface transportation law that the safe
\naccommodation of nonmotorized users shall be considered during the planning, development, and construction
\nof all Federal-aid transportation projects and programs. To varying extents, bicyclists and pedestrians will
\nbe present on all highways and transportation facilities where they are permitted and it is clearly the
\nintent of Federal surface transportation law that all new and improved transportation facilities be planned,
\ndesigned, and constructed with this fact in mind.<\/p>\n