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See pages 12, 13, 15, 16, 18, 19, 20, and 26 Countywide: TE Line Item: Countywide transportation enhancements funding for eligible project categories (e.g., ped / bike, scenic / historic preservation, archaeological planning) administered jointly by the County and PennDOT TE Line-Item - was assumed to include 100% of the applicable TE revenues, minus any "already programmed" TE projects on the 2011-2014 TIP. All TE projects must relate to surface transportation within one or more of the 12 eligible activities listed in specific program guidance and requirements for Erie County. PennDOT's guidance on Developing Regional Long Range Plans indicates that successful plans should "Emphasize Planning, not Programming". To that end, policy-level guidance is included within the 2040 LRTP to provide consistent and meaningful direction for the MPO and stakeholders towards achieving the plan's overall goals and objectives. The guidance focuses on several areas including: * General Planning Practices * Land Use Planning * Economic Vitality * Multimodal Transportation Safety * Multimodal Transportation Security * Roadway System * Pedestrian / Bicycle / Trail Network * Public Transportation * Rail Service * Air Travel * Waterborne Transportation * System Sustainability and Livability * System Efficiency and Preservation The plan encompasses all projects selected as part of the Erie LRTP's Decision Lens evaluation and screening process, all projects currently included on the 2011-2014 TIP, and additional interstate maintenance, transit, and airport projects that are funded or programmed through separate sources. Fiscal constraint and a reasonable set of expectations as to projects that can be implemented throughout the life of the plan were maintained through comparison to the established time periods and revenue assumptions listed below: * Period "0" = 2011-2012, or the remainder of the ongoing 2011-2012 TIP projects. * Period

Barriers to Municipal Planning for Pedestrians and Bicyclists in North Carolina Authors: Kelly R. Evenson, Semra A. Aytur, Sara B. Satinsky, Daniel A. Rodríguez Background: The Guide to Community Preventive Services recommends implementing community- and street-scale urban design, as well as land use policies and practices, to promote walking and bicycling. To better understand barriers to municipal walking and bicycling projects and policies, we surveyed municipal staff in North Carolina.  Methods: We surveyed all 121 municipalities with at least 5,000 persons, and 62% responded. We also surveyed 216 of 420 municipalities with less than 5,000 persons, and 50% responded. The municipal staff member most knowledgeable about walking and bicycling planning was asked to complete the survey. Responses were weighted to account for the sampling design, to reflect prevalence estimates for all North Carolina municipalities. Results: Common barriers to walking and bicycling projects and policies were selected from a 14-item list. For walking, barriers included lack of funding (93% of responding municipalities), other infrastructure priorities (79%), automobile infrastructure priorities (66%), and staffing challenges (65%). For bicycling, barriers included lack of funding (94% of responding municipalities), other infrastructure priorities (79%), automobile infrastructure priorities (73%), issues were not high priorities for the municipality (68%), staffing challenges (68%), and insufficient support from residents (63%). Barriers generally were more prevalent among rural municipalities than among urban municipalities (9 of 14 barriers for walking and 5 of 14 for bicycling; P < .10). limitations The study relied on 1 respondent to report for a municipality. Additionally, job titles of respondents varied with municipality  size.  Conclusions: Health professionals and multidisciplinary partners can assist in overcoming the common local- and state-level barriers

Madison Avenue is a small part of a much broader network of planned designated bicycle lanes in Memphis, TN. Yet plans to implement designated bicycle lanes have been met with opposition, largely through the prevalence of widespread misinformation. This site seeks to clear up any ambiguities that may exist about the benefits of bicycle lanes as they specifically relate to Madison Avenue. Last summer, Mayor AC Wharton committed to the construction of 55 miles of bicycle lanes in the City of Memphis over the next two years. You can see his release here: Giving Memphis the Bike-Friendly City You Deserve After a public meeting and a period of public input, the City of Memphis Bikeway/Pedestrian Coordinator recently submitted a formal recommendation to Mayor AC Wharton that bike lanes be striped on Madison. See his full recommendation here: Bikeway/Pedestrian Coordinator's Formal Recommendation to the Mayor

A study conducted by researchers at Monash University found more than half of respondents said the availability of end-of-trip facilities affected their decision to ride to work in difficult weather conditions. These facilities include undercover bicycle parking, showers, change rooms and lockers. Lead researcher Farhana Ahmed from the Institute of Transport Studies says the importance of good facilities to accommodate cyclists should not be underestimated. "From my analysis I found more than half of respondents said these end-of-trip facilities help them cope with adverse weather conditions and help them ride to work," she says. The government's National Cycling Strategy, implemented in 2011, aims to double the number of people cycling in Australia by 2016. However, this new research by the Institute of Transport Studies suggests policymakers need to focus on cyclists' preferences if they are to achieve this goal.

"economic impact and benefits of investing in bicycle routes and systems"

San Fransisco is the latest city to try to implement a version of the Idaho Stop. Aptly named because the rolling stop was put into law for bicyclist in the 70's in Idaho. This video that Oregan tried to use to get a similar law passed explains how it works.