2006 Capital District Regional Bike-Hike Map: The 2nd edition of CDTC’s Regional Bike-Hike Map was produced in the Spring of 2006 to assist pedestrians, cyclists, and inline skaters, in planning both recreational and commuter trips throughout the Capital District. Throughout the creative process, CDTC staff took into consideration recommendations from CDTC's Bicycle & Pedestrian Task Force . The map displays existing trails and routes as well as facilities to be constructed in 2006. Print copies of this map are no longer available.

2010 Mohawk-Hudson Bike-Hike Trail Map: This map is an update to CDTC’s 2004 map. The updated version retains the familiar layout of the 2004 map, however the accuracy of trail alignments and amenities, as well as on-road signage have been enhanced due to the use of GPS technology. Input from CDTC’s Bicycle & Pedestrian Task Force aided in determining which features and labels to include in the 2010 map. To request a copy of the map, please call CDTC at (518) 458-2161, or e-mail CDTC at BikeMap@CDTCMPO.org.

Environmental Mitigation: Meeting the environmental mitigation and consultation requirements of SAFETEA-LU, an opportunity to continue moving to a sustainable regional transportation system.

Priority Networks: CDTC has been utilizing priority networks in planning and project programming since they were originally developed by New Visions task forces for the 1997 plan. Priority networks exist for bicyclists and pedestrians, goods movement, intelligent transportation systems, arterial management and transit. These networks receive special treatment in planning and project programming and improvements to them are made as part of necessary renewal work.

Bicycle and Pedestrian Priority Network: A bicycle and pedestrian priority treatment network provides a "backbone" for a region-wide bicycle and pedestrian travel system. The ±465 mile network contains those facilities which have high existing or potential bicycle and pedestrian travel but also present many barriers, including high traffic volumes/speeds, limited pavement space and busy or confusing traffic patterns. These facilities connect major activity centers, are accessible to residential areas via local roads, and have few practical alternatives nearby. In addition to on-road facilities, all off road trails (i.e. Mohawk-Hudson Bike-Hike Trail and Zim Smith Trail) are considered part of the network. A complete description of the bicycle and pedestrian priority network is included in the Bicycle and Pedestrian Game Plan and Toolbox technical report.

Arterial Management Priority Network: CDTC’s adopted arterial management strategy uses a performance measure, called Level-of-Compatibility to help evaluate traffic/land use conflict in the Capital Region. Analogous to traffic level-of-service ratings, level-of-compatibility ranges from “A” the most desirable, to “F” the least acceptable. Measures for both residential and commercial corridors covering nearly 850 miles of Capital Region roadways were developed. Using these level-of-compatibility measures, the arterial management priority network is defined as: Those road segments that show a high degree of conflict between commercial or residential land use and traffic, resulting in "poor" compatibility (Level of Compatibility D, E or F); and Additional road segments where either the potential for commercial development or intrusion of vehicle traffic through residential corridors is high, or significant deterioration in arterial corridor function is forecast to occur by 2015.

This priority network includes about 220 miles of roadway. The network is predominantly composed of state highways in suburban towns. Additional information can be found in CDTC’s arterial management strategy document.

Goods Movement Priority Network: The priority road network for goods movement in the Capital Region includes: The National Highway System, including intermodal connectors (approximately 826 lane-miles); and State Highways that currently carry more than 10% trucks in the traffic flow (approximately 150 centerline miles). The cycle of infrastructure repair on these routes will systematically remove barriers to goods movement. This should be done regardless of any changes in jurisdiction or other policy choices made in the context of overall infrastructure renewal. The priority truck network should be built to AASHTO (American Association of State Highway and Transportation Officials) standards (14.5 foot minimum clearance, 16.5 feet is desirable) regardless of ownership. Resource requirements are the baseline assumptions for infrastructure repair. If this baseline were reduced, the priority truck network would require special attention. Additional information on freight planning can be found in CDTC’s Goods Movement document.

Transit Priority Network: The transit priority network has previously focused on traditionally-strong transit corridors such as NY 5, NY 32, US 20, US 4, and downtowns and potentially-strong corridors such as NY 7, US 9, NY 155 and Wolf Road. Transit amenities include bus stops, pull outs, and park and ride facilities. However, the single most important action to improve transit accessibility is a significant increase in sidewalk and crosswalk provision and maintenance throughout the region. Currently, the transit priority network considers all roadways served by Capital District Transportation Authority (CDTA) fixed route transit service as part of the network.

Intelligent Transportation System (ITS) Network: In developing the New Visions Plan, the Expressway Management Task Force identified a network of expressway and arterial facilities as the platform for the regional ITS. There should be centrally coordinated traffic control and/or guidance along these facilities. The logic is that advising travelers of preferable alternatives before they enter the most congested areas and facilitating smooth flows along the alternatives can keep overall traffic conditions from worsening. The regional ITS priority network contains: priority expressways; arterials representing their immediate alternatives (ordinarily either parallel to or connecting the expressways); their secondary alternatives (which entail more surface street travel); and other arterials that are strategically important because they are important travel corridors, although they are not viewed as alternative routes for expressway travelers. A complete description of the ITS priority network is included in CDTC’s Operational Improvements and Intelligent Transportation System document.