|
Items in cart [1] |
Questions? Call 888-624-8373 |
PAPERBACK Free Resources |
||||||||||||||||
|
||||||||||||||||
|
|
|||||||||||||||
| ||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||
| Copyright © 2009. National Academy of Sciences. All rights reserved. Terms of Use and Privacy Statement |
Below are the first 10 and last 10 pages of uncorrected machine-read text (when available) of this chapter, followed by the top 30 algorithmically extracted key phrases from the chapter as a whole.
Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter.
Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 1
Section 1 - Statewide Planning
BIBL]:OGRAPHIC REFERENCES FROM THE NCHRP 8~32 INTERACTIVE DATABASE
CONCERNING STATEWIDE MULTIMODAL PLANNING ISSUES
1-1. 2020 Florida Transportation Plan.
Florida Department of Transportation. Mar 1995.
Florida.
1-2. ACCESS OHIO, Macro Phase.
Ohio Department of Transportation. Oct 1993.
ACCESS OHIO establishes the state's long-range
transportation plan. It articulates the mission, goals,
policies and actions which ~11 guide the Ohio
Department of Transportation's efforts to develop the
efficient, intermodal network Ohio needs for the 21st
Century. This plan results from unprecedented public
involvement. More than 3,500 Ohioans at 71 meetings
described what they want from a transportation system.
In addition, ACCESS OHIO reflects the state's
response to local, state and federal demands for a
transportation system that is safe, globally competitive,
energy efficient and environmentally compatible.
ACCESS OHIO identifies critical intermodal corridors.
These corridors represent the economic arteries which
transfer Ohio people and products to the rest of the
nation, and the world. They were chosen by criteria
which were statistically valid and regionally balanced.
Establishing these corridors does not mean that Ohio
~11 ignore regionally significant routes but it allows the
state to prioritize its statewide investment strategies.
The next phase of ACCESS OHIO will identify the
regionally significant routes. ACCESS OHIO is not a
technical report intended to produce a list of highway
construction projects. Although a technical analysis
was used to identify the major corridors, this report was
not intended to analyze sections of highway to identify
improvement needs. Instead, this report identifies
overall strategies and actions for O DOT to provide the
intermodal transportation system Ohio needs for the
next century. ACCESS OHIO establishes a vision for
the Ohio Department of Transportation. This vision is
to be a customer~nven transportation agency which
coordinates a seamless network of modes. Each
mode is optimized to take advantage of the role it offers
in satisfying personal mobility, economic
competitiveness, environmental compatibility and
safety. This vision is captured in the O DOT Mission
Statement.
Ohio.
1-3. Alaska Intermodal Transportation Plan.
Alaska Department of Transportation and Public
Facilities.
Moving people and goods within a intermodal
transportation system in an economic, efficient and
environmentally sound manner is vitally important to this
nation. By attaining an efficient transportation network,
1
the economy of the United States is strengthened and
can more effectively contribute to the global economy
(Intermodal Surface Transportation and Efficiency Act,
1991~. Toward this end, the State of Alaska, under
management of the Alaska Department of
Transportation and Public Facilities (DOT&PF), has
prepared the "Alaska Intermodal Transportation Plan."
Alaska's plan is one of the first efforts in the nation to
analyze all modes of travel in a statewide transportation
system and to recommend strategies for improving that
system based on inter-nodal transportation goals and
objectives. The plan describes the physical, political,
economic, and technological characteristics of Alaska's
current transportation network. It contrasts Alaska's
transportation system with the transportation system in
the remainder of the country to form the basis for
identifying Alaska's needs. Providing and developing a
transportation network for this state of extremes has
necessitated an intermodal approach. Thus, Alaska's
transportation system relies on all modes of
transportation to form its network. Tasked with the
operation, maintenance, and improvement of virtually all
public transportation facilities in Alaska, DOT&PPs
responsibility includes maintenance and operation of
Alaska National Highway System components and the
Alaska Marine Highway System; operation of the
Anchorage and Fairbanks International Airports; design
and construction for all major transportation capital
projects and most of the state's public facilities; and
transportation system planning. DOT&PF is also
responsible for the operation and maintenance of over
300 short gravel airstrips and one-lane pioneer roads
that often comprise the entire surface transportation
system for rural villages.
Alaska.
1-4. Alaska State Transportation Policy Plan.
Tomorrow's Alaska: Transportation for the
Twenty-First Centurya
Strategic Management, Planning and Policy,
Department of Transportation and Public Facilities. Dec
1991.
Alaska.
1-5. Alternatives For the Future: Developing a
Transportation Plan That Responds To the
Disparate Goals of a Booming Region.
Binkley, Lisa S. (Wisconsin Department of
Transportation, Madison, Wl). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
Wisconsin.
OCR for page 2
Project Bibliography- NCHRP 8-32
1-6. Annual Report to the Legislative
Transportation Committee. 1994-t995 Activities
and Expenditures for Transportation Improvement
Board Programs.
State of Washington Transportation Improvement
Board.
Washington.
1-7. Assessing State Departments of
Transportation Economic Development Practices:
A Regional Perspective.
Perkins, Judy A. and Ibibia K. Dabipi. (Southern
University, Baton ROUGH, LA). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
1-8. Beginning the Process for Implementing the
Intermodal Surface Transportation Efficiency Act
of 1991. A Summary of the Northstar Workshop.
Sponsored by the Minnesota Department of
Transportation. May 27 1992.
Minnesota.
1-9. California Intermodal Transportation
Management System (ITMS): Background
Information.
Boyle, Ed. (California Department of Transportation,
Sacramento, CA). National Conference on
Intermodalism: Making the Case, Making it Happen,
Dec 7 1994, New Orleans, Louisiana.
This project will present the shape and purpose of the
California Intermodal Transportation Management
System (ITMS) including its development process,
program and system components, performance
measures, and application.
Califomia.
1-1 O. California Transportation Commission 1993
Annual Report to California Legislature. Volume 11:
Status of Implementing State Transportation
Blueprint and Proposition 116 and Other
Commission Policies and Actions.
California Transportation Commission. (Sacramento,
CA).Dec151993.
This second volume of the California Transportation
Commission's 1993 annual report summarizes
programming issues and other actions taken by the
Commission during 1993. The issues and actions can
be summarized in the following broad categories:
implementation of the Transportation Blueprint for the
Twenty-First Century; implementation of Proposition
1 16 Clean Air and Transportation bond initiative; other
related funding issues and actions; state and federal
planning issues; state and federal legislative issues; and
other issues during 1993.
Califomia.
1-11. Chief Executive Officers' Viewpoints on
Transportation Planning.
Salvucci, Frederick; Duane Berentson; William K.
Hellmann, and Lowell Jackson. Transportation
Research Record 1243: Future of Statewide
Transportation Planning. 1989, Pp 12-18.
Included in this paper are the viewpoints of both current
and former chief executive officers of state departments
of transportation concerning planning and its role in the
decision-making process.
1-12. Choices for the Future - Four Transportation
Visions for the 21st Century. Translinks 21
PlannIng Visions. Overview of Four Future
Directions.
Wisconsin Department of Transportation. 1993.
What follows are four planning visions -- starting points
for what transportation could look like by 2020 or
earlier. These alternatives, which could emerge from
Translinks 2 1, are designed to encourage discussion
at public forums during the process. The actual plan
may be one of these -- but more likely, it will include
elements from each and modifications to all four. The
four different planning visions presented for discussion
include: Option #1: Wisconsin's future transportation
system is driven primarily by market choices, with most
public revnues and programs directed toward highway
improvements. Economic development priorities are
the primary factor in transportation decisions. Option
#2: Wisconsin's transportation systems and polices
remain largely as they are today. Highways remain the
dominant mode of travel in Wisconsin. On a modest
basis, more revenues are invested in complementary
modes such as transit, freight and passenger rail,
airports, harbors and bicycle facilities where they are
appropriate and cost-effective. Option #3: While
highways remain the primary mode of travel, a much
wider range of transportation options is developed and
enhanced in all areas of the state, supplementing
highways as a travel choice. Environmental protection
and travel choice, along with economic development,
receive more emphasis. Option #4: Wisconsin's
transportation decisions are shaped largely by
environmental and sac al values. State regulations and
pricing changes are implemented to reduce auto and
truck travel and greatly expand or enhance urban and
rural public transportation modes, and to shift freight
movements from truck to rail.
Wisconsin.
1-13. Colorado's 20 Year Transportation Plan.
Colorado Department of Transportation. Aug 1994,
Technical Report Number 1. Summary of Regional
Transportation Plans.
Colorado.
1-14. Communrties Planning for the Future:
2
OCR for page 3
Section 1 - Statewide
lannino
Growth Management & Transportation in
Washington State. Workshop 5: Concurrency
Management Systems.
Washington State Department of Transportation.
(Olympia, WA). 1993.
The transportation element of Washington's Growth
Management Program (GMP) requires each city and
county planning under the GMP to incorporate a
Concurrency Management System into their
comprehensive plan. A Concurrency Management
System is a policy procedure designed to enable the
city or county to determine whether adequate public
facilities are available to serve new developments.
Chapter 1 introduces the concurrency requirements of
the GMP and provides a framework upon which a
Concurrency Management System can be developed.
Chapter 2 defines Level of Service (LOS) and
describes how it needs to be applied within a
Concurrency Management System. Chapter 3 outlines
available funding sources, general revenue sources to
maintain the transportation system, and private
sources. A discussion is provided of how the
concurrency funding can remain within the realm of the
comprehensive plan and the six year capital facilities
plan and transportation improvement program (TIP).
Chapter 4 describes the steps necessary to allocate
capacity, the relationship to the development review
process, and several legal implications. Guidelines are
provided as to which capacity allocation techniques
may be appropriate for particular local conditions.
Chapter 5 discusses strategies and methods used in
monitoring capacity for a Concurrency Management
System. (Chapter 6 is missing from the copy supplied
to TRIS.) Chapter 7 defines the relationships among
various public and private sectors with respect to
concurrency management. It examines public and
private sector relationships, intergovernmental
relationships, and the relationship between the
Concurrency Management Systems and other
programs.
Washi ngton.
1-15. Communities Planning for the Future:
Growth Management & Transportation in
Washington State. Workshop 1: Land Use and
Transportation Linkages.
Washington State Department of Transportation.
(Olympia, WA). 1993.
Washington's Growth Management Program includes
a number of provisions which relate transportation
decision making to decisions concerning land use and
the implementation of local comprehensive plans. This
begins with a vision of what the community desires for
its quality of life, now and the in the future. The
transportation challenge is to develop and finance a
transportation system that helps to achieve the
community vision. This workshop and coursebook
3
presents the basic components of the Growth
Management Program that describe Land Use and
Transportation Linkages. Chapter 1 is an overview of
the transportation provisions in the Growth
Management Program. Chapter 2 discusses the local
transportation planningprocess. Chapters addresses
the regional transportation planning process and
intergovernmental coordination. Chapter 4 discusses
the role of transportation in meeting the environmental
goals of the Growth Management Program. Chapter 5
is an introduction to land use based travel models.
Chapter 6 identifies the steps involved in developing the
finance element of the transportation plan to ensure
that proposed improvements are financially feasible to
implement. Chapter 7 discusses concurrency
management systems. Chapter 8 identifies and
describes the range of possible actions to make the
existing transportation system more efficient in moving
people and goods. These include transportation
demand management, transportation system
management, and related land use strategies.
Washington.
1-16. Connecticut Statewide Transit System Plan:
Investing in Public Transportation 1990-2010.
Final Report.
Cambridge Systematics, Inc. (Cambridge, MA) and
Connecticut Department of Transportation
(Wethersfield, CT). Mar 1991.
In 1989 the Connecticut Department of Transportation
(ConnDOT) began the process of developing a
long-range transit plan for the state. With the help of a
team of experienced transportation planning and
engineering firms, ConnDOT conducted a thorough
analysis of statewide transit trip patterns and travel
needs of current and potential transit riders. The
development of the plan has been accomplished in two
phases. Phase 1, reported on in an April 1990 report,
constituted an assessment of statewide transit needs.
This document represents the final report for Phase 11.
Proposed public transportation facilities and services
have been developed and evaluated on a
region-by-region basis, including an analysis of costs,
benefits, funding requirements, and implementation
responsibilities. The product is an implementable
program of improvements, with priorities, schedules,
and a financing plan. Chapter 1 provides an
introduction. The analysis methodology is summarized
in Chapter 2. Each of the proposed transit actions or
projects is then identified in Chapter 3, along with
estimates of ridership, capital costs, and annual
operating costs. The overall costs end statewide
benefits of the transit system plan are summarized in
Chapter 4, with particular attention given to potential
impacts on traffic congestion, economic development,
and the transit user. In Chapter 5, the identified transit
projects are placed into a twenty year schedule of
OCR for page 4
Project Bibliography - NCHRP 8-32 (1 )
implementation by five yeartime periods, financing
needs are descnbed, and alternative funding
mechanisms are assessed. The report concludes in
Chapter 6 with an examination of potential
implementation issues, examining in part cular
legislative needs and responsibilities for the public and
private sectors.
Connecticut.
1-17. Defining the Florida Intrastate HIghway
System and Implementing the Intrastate Highway
System Policies and Priorities of the Florida
Department of Transportation.
Krzeminski, R. J.; S. Sklute; R. T. Stasiak, and M. F.
Bean. 4th National Conference on Transportation
Planning Methods Applications, A Compendium of
Papers, Volumes I and 11, Faris, Jerry M., Editor; May 3
1993, Daytona Beach, Florida.
The Florida Intrastate Highway System (FIHS) was
established by the Flonda Legislature. The Flonda
Department of Transportation is required to develop an
FIHS plan delineating a statewide system of limited and
controlled access facilities. The plan is to provide a
statewide transportation network to accommodate high
speed and high volume traffic movements within the
state. The FIHS consists of Interstate highways, the
Florida Turnpike system, and inter-regional and
inter-city limited access facilities. In response to the
requirement to provide this transportation network, the
Department formulated its Intrastate Highway System
Policies and Pnonties. This Policy limits the number of
lanes on the Intrastat Highway System to ten. In
urbanized areas with populations over 200,000, the ten
lane maximum includes four physically separated
exclusive lanes for high occupancy vehicles and
through travel. The Policy requires the development of
an intermodal system with provisions for high speed
rail, transit, and high occupancy vehicles. It requires
that additional capacity beyond that provided by the
maximum highway section, be provided for by
acquisition of sufficient nght-of-way for alternative
transportation options. Implementation of the Policy is
through the development of Multi-Modal Interstate
Master Plans on the Interstate System and all other
limited access roads on the FIHS. Similar multi-modal
solutions are generated through Action Plans which are
defined for the controlled access FIHS routes.
Planning for the FIHS and implementation of the
Department's polices have been guided by the
application of geographic information systems (GIS)
and the development of a decision support system
exploiting the capabilities of the GIS. Program
information and systems characteristics are displayed
together on computer generated maps. Level of
Service (LOS), pavement condition, safety, economic
development, and intermodal connectivity are quantified
as variables which are weighed to simulate policy
decisions. This supports the graphical presentation of
policy, which is then overlaid on maps depicting Work
Program information and system characteristics. This
information provides guidance on where to apply
Master Plan and Anon Plan resources as the first step
in the implementation of the Department's Intrastate
Highway System Policies and Pnonties and the
development of the FIHS.
Florida
1-18. Defining the Future: Transportation
Challenges for the Twenty-First Century.
Hoel, Lester ~ Transportation Research Record 1243:
Future of Statewide Transportation Planning. 1989,
Pp4.
1-19. Demand Analysis and Modeling of Freight
Transportation.
Hashemian, Hassan. (California State University, Los
Angeles, CA). Presented to Transportation Planning
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
The use of air and truck transportation for the
movementof goods has increased rapidly in recent
years relative to the use of rail and barge. This growth
can be explained partly by several changes in the
American economy. As per capita income nses, there
is a shift in consumer expenditures towards more highly
fabricated products. As the economy evolves toward
production of more highly fabricated goods and more
expensive brands, models, and styles, the value of
manufactures per unit of weight tends to rise because
of the relatively greater inputs of labor and capital.
These changes prompt shippers to demand higher
quality freight service (e.g., speed and seaunty of
goods) such as is offered by airlines and highway
carriers. This paper explores an approach to modeling
freight mode choice decisions; it seeks to understand
the behavior of shippers in choosing between air and
trucI< for small shipments of manufactured goods. The
study's specific objective is to provide a quantitative
description of the behavior of freight shippers, giving
appropriate recognition and weight to the factors
principally influencing mode choice. Data on actual
choices are gathered here from published data sources
and merged with data from other research studies into
a data base. A binary probability model of mode choice
snip be developed to measure the importance to
shippers of transport attributes and commodity
charactenstics. By using these measures, camers may
develop guidelines to deter mine changes in modal
choice from changes in modal service level. Empirical
models will be estimated for several specifications, and
the predictive power of the calibrated model will be
tested on a holdout sample.
1-20. Demographic, Technological, and
4
OCR for page 5
Legislative Changes: Their Implications for State
DOTs.
Rutherford, G. Scott; Edward D. Kottonowski
(University of Washington); Stephanie MacLachlan
(Washington State Transportation Center), and John
M. Washington State Transportation Commission
Ishimaru. Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
Washington.
1-21. Development of a Manual for State
Transportation Research.
Reilly, Eugene., In Progress; NCHRP Project 20-7,
Task 63.
A problem statement (95-SP-8, "Development of a
Manual for State Transportation Research") was
submitted to the Standing Committee on Research
(SCOR). This problem statement proposes the
development of a generic research manual in response
to the increased emphasis on state transportation
research and the greater autonomy made possible by
changes in federal oversight activities. The Region IV
RAC requested that the Standing Committee on
Highways fund a project to initiate development of the
manual in a timely manner. At the meeting on October
23, 1993, the 20-7 Project Panel decided to fund the
subject study at $50,000. The MCHRP has initiated a
contract with Eugene Reilly Formerly research manager
for the State of New Jersey) to conduct this effort. The
initial meeting of the panel was held during the TRB
Annual Meeting, and a work statement was developed.
At the March 1994 meeting of the Standing Committee
on Research, a research project (NCHRP-20-38,
Administration of State Transportation Research) was
approved to complete this work. Task 63 is complete.
1-22. Development of a Model Statewide
Intermodal Transportation Plan for Louislana.
LSU National Ports and Waterways Institute. Report on
the Louisiana Intermodal Transportation Conference,
Ju1191993.
Louisiana.
1-23. Development of a Multimodal Framework for
Freight Transportation Investments: Consideration
of Rail and Highway Trade-Offs.
Roop, Steve. (Texas A&M University System, College
Station, TX)., In Progress; NCHRP Project 20-29.
Transportation systems and policy in the United States
have developed along modal lines with different
patterns of ownership. For example, public agencies
plan, build, operate and maintain the highway
infrastructure, and private firms plan, build, operate,
and maintain rail lines. While there have been some
variations on this pattern with the construction of private
toll roads and the investment of public funds in rail
planning and rehabilitation, public planning and
Section 1 - Statewide Planning
investment decisions are usually made independently
by mode. The negative effects of this dichotomy have
become apparent, for example, when rail lines are
abandoned. With few exceptions, federal and state
highway trust funds are invested strictly in roads not rail.
Similarly, rail funds under the Local Rail Freight
Assistance (LRFA) Act and similar state programs may
be used for substitute service, but they are rarely, if
ever, invested in highways. Modally oriented planning
and investment have been shown to be economically
inefficient and generate fewer social benefits than might
be achieved under a multimodal approach. For
example, research has indicated that the abandonment
of rail lines with the diversion of traffic from rail to truck,
can significantly increase highway infrastructure costs.
Thus, the investment of public funds in rail branch lines
can not only generate shipper benefits but also red up
future highway and bridge costs. The objectives of this
research are to develop a framework for efficient and
effective multimodal investment practices,
demnonstrate the viability and applicability of the
framework, identify obstacles to implementation at the
state and local levels, and develop strategies for
successfully implementing improved practices. The
research will evaluate varied examples of transportation
investment trade-offs focusing on rail-highway
trade-offs in state rail program activities.
1-24. Development of a New Intermodal Facility,
Inland Port, and Warehouse Distribution/Transload
Facility at Fort Devens.
Robinson, John. (Massachusetts Executive Office of
Transportation). Submitted to Intermodal Planning
Conference, Dec 7 1994, New Orleans, Louisiana.
Fort Devens is a 4,500 acre [)epatment of Defense
Installation in Ayer, Massachusetts. Closing the post
means the loss of 9,000 jobs in the region and severely
impacts the future of surrounding towns. This inland
port and distribution center begins the reinvestment of
primary and secondary employment opportunities.
Unique to Rs development is the issue of leasing US
Army proper y to operate a private sector Intermodal
facility on an active military post. The project is
dedicated to the creation of a full service domestic and
international Intermodal facility and a full fledged effort
to work with surrounding towns, the army, state
transportation and appointed installation closure
officials to mitigate impacts of closure before closure
takes place.
Massachusetts.
1-25. Development of a Statewide IVHS and
Incident Management Master Plan for New Jersey.
Della-Rocca. M. Proceedings of the IVHS America
1993 Annual Meeting, Surface Transportation: Mobility,
Technology, and Society, Apr 14 1993, Washington,
DC.
s
OCR for page 6
Pro ject Bibliography - NCHRP 8-32 (1 )
The New Jersey Department of Transportation
(NJ DOT) has initiated a comprehensive process to
develop a strategic master plan for traffic and incident
management throughout New Jersey. As the most
densely populated state in the country with the highest
vehicle miles of travel per roadway mile, New Jersey's
opportunities to add new highway capacity are virtually
gone. The state has recognized that Intelligent Vehicle
Highway Systems (IVHS) and incident management
techniques offer significant benefits to the traveling
public in terms of improved speeds, reliability, choice
among modes, and traveler information. As a
"non-attainment" state under the provisions of the
Clean Air Act, IVES and incident management
programs are especially important in New Jersey for
minimizing vehicle emissions by reducing delays.
New Jersey.
1-26. East-West Multimodal Corridor Study.
Valdez de Henry, Myrna. (Parsons Brinckerhoff, Inc.,
Miami, FL). Submitted to Intermodal Planning
Conference, Dec 7 1994, New Orleans, Louisiana.
The East-West Multimodal Corridor Study is being
conducted following the joint Federal Transit
Administration/Federal Highway Administration Major
Investment Analysis guidelines, and the Florida
Department of Transportation (FDOT) Project
Development and Environmental (PD&E) guidelines, all
of which fully comply with the requirements of the
National Environmental Protection Act (NEPA). The
culmination of the study will be a final environmental
impact statement and location design approval for the
project. This is one of the first "multimodal" projects to
be studied under ISTEA and under a joint
memorandum of understanding entered into by FHWA,
FTA, FRA, the Maritime Administration, US Coast
Guard and FOOT. The East-West study area is a 22
mile corridor extending through one of the fastest
growing areas in Dade County. DUG to the severity of
the transportation problems experienced throughout
the corridor, a number of multimodal highway/transit
options are being examined including highway
operational improvements; interchange and roadway
access improvements; transit improvements (LRT,
HOV, heavy rail, people-mover); IVHS improvements;
bikeway improvements; and combinations of the above.
The study is examining ways to facilitate movement
along SR 836; connect the various transportation
modes arriving at or near the airport with destinations
along the corridor; improve access to activity areas
along the corridor; improve local circulation in Miami
Beach; provide linkages to existing transit (Metrorail
and Metromover); provide direct service connections
between the airport and the seaport cruise ships; and
provide a distributor system between terminals within
the seaport. A number of transportation modes will
arrive at the future Miami Intermodal Center, to be
located just east of the airport, including an airport
circulator, commuter rail, Amtrak, buses, private
vehicles, Metrorail, and possible high speed rail. The
Miami Intermodal Center (MIC) is envisioned to be an
Intermodal transfer center that would serv as the central
connecting point for regional trips within the Greater
Miami Area and an extension of the Miami International
Airport. The modes arriving at the MIC would be
provided easy access to the East-West Multimodal
Corridor, both to an improved highway facility and a
new transit system.
Florida.
1-27. East-West Multimodal Corridor Study &
Miami Intermodal Center Study. Project Update.
Florida Department of Transportation. Miami, FL: Dec
1994.
Florida.
1-28. Eastern Washington Intermodal
Transportation Study.
Lenzi, Jerry (Washington State Department of
Transportation, Spokane, WA) and Ken Casavant
(Washington State University, Pullman, WA).
Submitted to Intermodal Planning Conference, Dec 7
1994, New Orleans, Louisiana.
The "Eastern Washington Intermodal Transportation
Study" (EWITS) is a six year comprehensive Intermodal
transporation study. The overall study design includes
several major elements and case studies. Through this
study information is being developed which will help
shape the Intermodal network necessary for the
efficient movement of freight and passengers in eastern
Washington. The study examines the movement and
flow of commodities on a system that includes
agricultural haul roads, the primary county, state, and
federal roadway network, rail lines, inland waterways
and a host of loading, transfer and storage facilities
utilized primarily by the agricultural industry in eastern
Washington. Economic models developed by the
study will enable quick-response evaluation of the
economic consequences of system changes such as
rail fins abandonment, potential future seasonal river
drawdowns, or expansion of the all weather roadway
network. The study's economic linkages element
assesses business location impacts of transportation
system improvements. Later in the project, case
studies will be developed on hazardous materials
routing. Case studies will also be developed on
interdty passenger travel issues with options to improve
transit services. Lastly, benefits and costs of
infrastructure improvements, and critical funding and
management challenges will be identified. Results of
the study will be used in exisiting regional and statewide
transportation planning efforts, and in forecasting future
freight and passenger transportation service needs for
eastern Washington. Gaps in eastern Washington's
6
OCR for page 7
Section 1 - Statewide Planning
current transportation infrastructure will also be
identified, as well as transportation system improvement
options critical to economic competitiveness and
mobility within eastern Washington.
Washington
1-29. Effectiveness Of A Statewide Ridesharing
Promotion: California Rideshare Weed
Thayer, M. Transportation Research Record 1338.
1992, Pp 94-101.
California's annual statewide rideshanng promotion
reaches more people and attracts more participants
each year because increasing resources are committed
by the state department of transportation and local
agencies. Private-sector contributions of money,
products, and services are leveraged by public funding.
The promotion is coordinated by a statewide
coordinating committee, and local ridesharing agencies
are responsible for adapting the promotion to their own
region. Commuter participants in the promotion pledge
to use a commute alternative for one day. Surveys of
participants indicate that there has been some
long-term change in commute mode, particularly
occasional carpool use. At one agency, Commuters
who requested ridematching assistance through pledge
cards were more likely to be placed in carpools, but
less likely to be placed in vanpools, than commuters
who requested assistance through other means.
Commute characteristics and motivation of pledge card
applicants suggest that the promotion attracts
applicants who may not others se utilize ridematching
services. The promotion has had a significant effect on
local ridesharing agencies, and has generated a
sudden increase in demand that could lower the quality
of service provided.
California.
1-30. Effectiveness of Airport Capital
Improvements Programming/Plannin in New
Mexico.
Czerniak, Robert J. (New Mexico State University).
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
NOW Mexico.
1-31. An Evaluation of O-D Estimation Methods for
Application to a Statewide Networks
Pricker, Jon D. and James Yang. (Purdue University,
West Lafayette, loll. Submitted to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Indiana.
1-32. Examples of Statewide Transportation
Planning Practices.
Balloffet and Associates, Inc. (Denver, CO). Jan 1995.
"In providing mobility for people and goods, all levels of
government are confronted with a rapidly changing
focus and set of constraints. The transportation sector
is faced with new legislative mandates as reflected by
the Intermodal Surface Transportation Efficiency Act
(ISTEA) of 1991. ISTEA, coupled with the CIoan Air
Act Amendments (CAAA) of 1990, provides an impetus
for change in transportation planning and project
implementation. This new legislation has directed the
focus of transportation planning away from providing
capacity for vehicles to efficiency for muld-modal
movement of people and goods, use of management
systems in decision making, an enhanced role for
metropolitan planning organizations (MPOs), air quality
considerations, a new requirement for statewide
transportation planning, and other important elements.
Much of the ISTEA focus is new to local and State
government and requires a carefully crafted response.
Statewide transportation planning is one of the
mechanisms for change that ISTEA provides.
Statewide transportation plans integrate planning for
multiple transport modes to balance the mobility needs
of the State with future revenue sources. To support
this requirement, the Federal Highway Administration
(FHWA) and the Federal Transit Administration (FTA)
have issued statewide transportation planning rules.
These rules identify twenty-three factors to be
addressed in statewide plans." Quoted from the
Introduction.
1-33. Facilitating Transportation Agency
Management Through Performance Measurement:
NYSDOT Experience with Management
Performance Indicator Report.
Albertin, Richard; Jacqueline Romeo; Lynn Weiskopf;
John Prochera; John Rowen, and New York State
Department of Transportation. Presented to the Annual
Meeting of the Transportation Research Board, Jan
1 995.
New York.
1-34. Family of Measures.
Minnesota Department of Transportation. Feb 1995.
"The current Strategic Management Process was
initiated in 1992 to involve citizens in clarifying
transportation issues and needs. An early product of
this process is the Vision Statement we use to guide
transportation policy and investment decisions. The
purpose of our Vision Statement is threefold: (1~ to
focus on the needs and priorities of Mn/DOTs
customers, (2) to communicate the key results that
MT/DOT intends to achieve to employees and others,
(3) to direct resources to these key result areas. Only
through clarity of direction and focus of efforts will
improvements come about of the magnitude called for
by our customers. In the Strategic Implementation
document, the Vision and Strategic Directions have
been broken down into meaningful and actionable focal
7
OCR for page 8
Project Bibliography- NCHRP 8-32
points. Throughout MT/DOT, Strategic Implementation
projects are underway to plan and make resource
allocation decisions amed at these results. Senior
Management has set direction and oversees these
efforts." Quoted from the Introduction/Overview.
Minnesota.
1-35. Feasibility of Developing a Statewide
Modeling System for Forecasting Intercity
Highway Volumes in Texas, Informational Report
Number 7. Interim Report.
Benson, J. D.; J. A. Mullins, 111, and G. B. Dresser.
(Texas A&M University, Texas Department of
Transportation, Federal Highway Administration). Oct
1991.
In the urban transportation studies in Texas,
computerized network based models (i.e., the urban
travel forecasting models) are used to forecast future
traffic volumes on the planned urban freeways and
arterials to evaluate the capability of the proposed
system to handle the forecast demand. Comparable
statewide models (i.e., computerized network-based
models) f or forecast) ng i nte rcity trig hway volu mes on
the rural segments of the proposed Texas Highway
Trunk System are not currently available in Texas. If
such a set of models could be implemented for Texas,
they would be useful in reviewing and updating the
Texas Highway Trunk System Plan every five years.
The feasibility of developing and implementing such a
statewide modeling system was investigated as a part
of the first year program under Study 2-10-90-1235.
The objectives of this first year effort were: (1 ) To
review and evaluate the current state of the practice for
statewide models which focus on forecasting highway
volumes on the rural sections of a statewide system
such as the Texas Highway Trunk System; and (2)
Based on these investigations, to recommend a set of
statewide network-based modeling techniques that
could be considered for implementation in Texas. This
report presents the findings and recommendations
from this investigation.
Texas.
1-36. Federalism and the Intermodal Surface
Transportation Efficiency Act of 1991.
Netherton, Ross D. Legal Research Digest. Feb 1995,
No. 32.
State highway departments and transportation
agencies have a continuing need to keep abreast of
operating practices and legal elements of specific
problems in highway law. This report is a new paper,
which continues NCHRP's policy of keeping
departments up-to-date on laws that will affect their
operations. American federalism-the relationship
between federal and the state and local governments -
has survived because it has been able to
accommodate changes in the nation's needs, goals,
and public policies. In the field of surface
transportation, this ability has been tested severely over
the past 20 years as a result of major advances in
technology, rearrangement of demographic patterns,
socio-economic changes, and shifts in public policy. In
surviving the impact of these trends, the federal-state
relationship through which surface transportation
systems have been developed in the twentieth century
has itself undergone major changes. This process
entered its latest and present phase with enactment of
the Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA). This report should give state officials,
particularly legislators, highway administrators,
attorneys, planners, and financial officials, a better
understanding of the federal-state relationship, how
federalism has changed over the years, and how
federalism and ISTEA affect their respective highway
programs.
1-37. Florida DOTE Quality Initiatives.
Xanders, Gregory A. (Florida Department of
Transportation). Presented to the Annual Meeting of
the Transportation Research Board, Jan 1995.
Florida.
1-38. Florida Five-Year Transportation
Disadvantaged Plan. Final Report.
University of South Flonda (Tampa, FL), Florida
Transportation Disadvantaged Commission, and
Florida Department of Transportation (Tallahassee,
FL). Jun 1992.
This report summarizes the five technical memoranda
of the Florida five-Year Transportation Disadvantaged
Plan. Mandated by Chapter 427.013~14), Florida
Statutes, this plan covers the years 1992 through 1996.
The five-year plan sets forth goals, objectives, and an
action plan for the Transportation Disadvantaged
Commission. Technical Memorandum No. 1 provides
an introduction and historical perspective to
transportation disadvantaged services in Florida.
Technical Memorandum No. 2 reports on statewide
operating data, on results of an attitudinal and needs
survey, and on an evaluation of the existing
transportation disadvantaged system in Florida.
Technical Memorandum No. 3 presents demand
forecasts for transportation disadvantaged
transportation services over the next five years.
Technical Memorandum No. 4 provides estimates of
the cost of meeting the demand and explores the
ability of current funding resources to meet that cost.
Technical Memorandum No. 5 discusse policy issues
and presents goals, objectives, and implementation
strategies.
Florida.
1-39. The Florida Transportation Plan 1990.
Florida Department of Transportation. (Tallahassee,
8
OCR for page 9
Section 1
Statewide Planning
FL). 1990.
The Florida Transportation Plan (FTP), mandated by
Section 339.155, Florida Statutes, is a comprehensive
plan having four primary functions: (1 ) Document the
Systematic Planning Process; (2) Guide major
transportation program planning for state facilities; (3)
Provide specific priorities for program and funding
levels for work program development; and (4) Provide
guidance to state and local governments as well as
regional agencies and metropolitan planning
organizations who must develop transportation plans or
have transportation planning functions. The 1990 FTP
presented in this publication is a transition document
bridging the coordinated planning process used in the
past and the integrated planning process being
developed for the 1991 FTP. The 1990 FTP outlines
the new integrated planning process, introduces
several new planning rules being developed, and
documents a current estimate of needs by
transportation mode. It lays the foundation for a
process that will increase involvement of state,
regional, and local agencies along with other public and
private interests.
Florida.
1-40. Forecasting Intermodal Competition in a
Multimodal Environment.
Neels, Kevin (Charles River Associates, Boston, MA)
and Joseph Mather (New Jersey Transit, Newark, NJ).
Transportation Research Record 1139.
In this paper, the problem of accurately describing
patterns of intermodal competition in a situation in
which there are a large number of alternative modes
available is discussed. This research was motivated by
efforts to increase the capacity and usage of the
existing Hudson River crossings connecting Manhattan
and northern New Jersey. This corridor is
characterized by the presence of an unusually large
number of distinct transportation options and a high
level of transit use. In such a setting, it is Important to
know not just how many commuters might use a new
service but also from which existing services they would
be drawn. The mathematical structure of an Innovative
model developed for NJ Transit and the Port Authority
of New York and New Jersey to allocate demand
across seven primary modes is presented. The
representation of intermodal competition that this mode!
provides is considered, and Its properties are
contrasted with those of some commonly used variants
of the familiar logit model. Empirical estimates of the
own- and cross-elasticities of demand implied by the
model coefficients are broken down by mode, service
attribute, and geographic area.
1-41. Forward Oregon: Roads In a New Context.
1993 Oregon Roads Finance Study. Final Report.
Oregon Department of Transportation. (Salem, OR).
Jan 1 993.
The 1993 Oregon Roads Finance Study is a major
analysis of long-term needs, revenue adequacy, and
funding alternatives to preserve Oregon's road
infrastructure. Oregon's total road and bridge needs in
the next 20 years are estimated at $48.8 billion in 1991
constant dollars ($79.4 billion in inflated dollars). This
includes all current backlog needs and all projected
needs through 2012 for the preservation, improvement,
and operation of Oregon's 41,370 miles of road and
6,938 bridges. Oregon's road revenues are expected
to total $23.7 billion in inflated dollars over the coming
20 years, based on currently authorized sources. This
compares to high-priority needs of $42.9 billion in
inflated dollars, which leaves a revenue shortfall of
$19.2 billion. A program of early action by the State
and by local governments is recommended to lay the
foundation for meeting Oregon's road needs over the
next 20 years. This program includes new funding
authorities for roads and related transportation modes,
changes in allocating road system monies, and a
commitment to periodic increases in road revenues
over the long term. The study is organized as follows:
Executive Summary; (1) Roads in a Balanced
Transportation System; (11) Roadway Needsfrom 1993
Through 20t2; (111) Funding Roads in Oregon Today;
and (IV) A New Approach to Road Funding. There are
nine appendices: (A) List of Primary Study Participants;
(B) List of Study Work Products; (C) Glossary of
Terms; (D) Comparison With 1986 Study; (E) Needs
Inventory Methodology; (F) Oregon -- A National
Leader in User Fees; (G) Vehicle Miles Traveled -- A
Major Road Needs Issue in Oregon; (H) New
Partnerships, Technologies in Road System
Performance; and (1) Principles Guiding
Recommended Funding.
Oregon.
1-42. Freight Modeling Procedures for Statewide
and Metropolitan Planning.
Ismart, Dane. (Federal Highway Administration,
Washington, DC). Presented to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Since the passage of ISTEA a renewed interest in
freight planning has developed. ISTEA's requirement
that Statewide and metropolitan planning incorporate
the movement of both people and goods has created a
strong interest in freight planning procedures. Also,
environmental considerations, especially air quality
concerns, has drawn increased interest in technical
freight planning procedures. In response to ISTEA's
planning requirements, FHWA has initiated several
technical research projects to improve existing and
develop new quick response freight planning
procedures. This paper will present the results of the
freight research projects as well as case study
9
OCR for page 10
Project Bibliography - NCHRP 8-32 (1 )
applications.
1-43. The Freight Planning Process: The View
from FHWA.
Harvey, Jane F. (Federal Highway Administration).
Second Annual National Freight Planning Conference
Report, Matthew Coogan, Editor; Dec 8 1993, Fort
Lauderdale, Florida. Published February 1994.
1-44. Freight Transportation Practices in the
Public Sector.
Coogan, Matthew A. (White River Junction, VT)., In
Progress; NCHRP Project 20-5, Synthesis Topic
25-02.
Planners and decision makers at all levels (federal,
state, and local) are recognizing the need to consider
the impacts of infrastructure investment and regulation
upon shippers and carriers. As such, this synthesis of
statewide and urban planning research and practice will
address the freight concerns in light of the following
issues: explicit management and consideration of
intermodal needs; integration of metropolitan legs of the
National Highway System around ports and terminals
with the system at large; and explicit management of
urban goods movement as an element of congestion
management systems. The consultant has submitted
the final draft of the synthesis, which has been
reviewed by the Topic Panel.
1-45. Future Directions and Emerging Issues.
Heanue, Kevin; George T. Lathrop, and Jim Charlier.
Transportation Research Record 1243: Future of
Statewide Transportation Planning. 1989, Pp 39.
1-46. Future of Statewide Transportation
Planning: Overview.
Meyer, Michael D. Transportation Research Record
1243: Future of Statewide Transportation Planning
1989, Pp 1-3.
This paper presents an overview of the papers
contained in this Transportation Research Record.
These papers were presented at the Conference on
the Future of Statewide Multimodal Transportation
Planning, which was cosponsored by the
Transportation Research Board Committee on
Statewide Multimodal Planning and the American
Association of State Highway and Transportation
Officials. Included is a discussion of the key concepts
that emerged from the conference discussions.
1-47. Future of Transportation Technology.
Willis, David K. and Douglass B. Lee. Transportation
Research Record 1243: Future of Statewide
Transportation Planning. 1989, Pp 47.
1-48. Greater Minnesota Transit Plan.
Minnesota Department of Transportation. Jan 1993,
Anal Draft.
Minnesota.
1-49. Growth Allocation Using the Delphi Process.
Gamble, T. and D. Pearson. 4th National Conference
on Transportation Planning Methods Applications, A
Compendium of Papers, Volumes I and 11, Paris, Jerry
M., Editor; May 3 1993, Daytona Beah, Florida.
This paper presents the methodology and results of the
use of the Delphi process in allocating projections of
households and employment to the zone level. As part
of a project funded by the Texas Department of
Transportation (TxDOT), a need was recognized for a
simpler and faster procedure for developing
demographic data at the zone level for travel demand
modeling in smaller urban areas (populations less than
200,000~. In many cases, these smaller areas do not
have the financial or personnel resources to allocate
growth using more sophisticated models or methods.
An existing technique (the Delphi process) was
modified to allocate projected growth at the zone level.
A qualitative measure of each zone's growth potential
relative to the other zones in the area was established
using the Delphi process and used to allocate
projections of population and employment. The Delphi
process provides reasonable results in a short time
frame, which accelerates the overall planning process.
The Delphi process uses an iterative process working
with a panel of local experts and involved citizens to
reach a consensus. A pilot project was conducted in
the Longview, Texas, area in the summer of 1992 to
examine the ability of the Delphi to allocate future
growth. The result of this pilot project was the
allocation of the area's projected population and
employment for the year 2015 to 219 traffic analysis
zones. A three-tiered process was employed beginning
with the allocation of the projected growth to six
districts, then disaggregating the district allocations to
35 areas, and finally allocating the area's growth to the
219 traffic analysis zones. The duration of the process
from the first meeting with the panel to the formal
adoption of the zone allocations by the Longview area
Metropolitan Planning Organization (MPO) was less
than three months. Benefits of the Delphi process
include reduced costs to the MPO in both time and
money; social, political, and legal advantages of basing
the allocations on a panel consensus; nd involving
members of local agencies and committees in the
allocation of projected socioeconomic data.
Texas.
1-50. Highway Cost and Pricing Study. Final
Report.
Cambridge Systematics, Inc. (Berkeley, CA). Wisconsin
Department of Transportation, Sep 26 1994.
Wisconsin.
10
OCR for page 11
Section 1 - Statewide Planning
1-51. A Highway Needs Assessment Methodology
for the Florida Transportation Plan.
Li, S. C. and A. Vandewalk. 4th National Conference
on Transportation Planning Methods Applications, A
Compendium of Papers, Volumes I and 11, Paris, Jerry
M., Editor; May 3 1993, Daytona Beach, Florida.
Determining highway needs on an area-wide basis is
an integral aspect of transportation plan development.
Florida's coordinated planning procedures were refined
by the passage of the State and Regional Planning Act
(1984) and the Growth Management Act (1985~.
Together, these Acts mandate the creation of local and
State Comprehensive Plans which establish future
transportation network requirements by projecting
needs for transportation Improvements to ensure that
facilities will be in place prior to growth. Recently, for
the Florida Transportation Plan (FTP) twenty-year
Needs Assessment, Florida Department of
Transportation District 4 developed a methodology to
analyze needs for Broward, Palm Beach, Martin, St.
Luaie and Indian River Counties. The methodology
involved computer forecasting models supplemented
by a unique program designed to determine the needs
in terms of additional lanes required to meet the Florida
Statewide Minimum Acceptable Operating Level of
Service (LOS) Standards. A different capacity standard
used for comprehensive plans and computer modelling
results in the fact that model reported volume/capacity
ratios cannot be employed to judge highway LOS
deficiencies. The program called Additional Laneage
Evaluation Program (AD DLNS) bridges the different
capacity standards. The first step in the process was to
develop a relationship between modelling link attributes
and roadway classifications of the Florida Statewide
Minimum Acceptable Operating LOS to create an
Acceptable LOS Service Flow Rate table. Projected
2001 and 2011 socioeconomic data sets were then
loaded onto "existing plus committed" networks in the
TRANPLAN based Florida Standard Urban
Transportation Model Structure (FSUTMS) to establish
demand. ADDLNS, which was specifically developed
to use model output volumes to assess highway
network deficiencies by incorporating the Acceptable
LOS Service Flow Rate table, was utilized to determine
the number of additional lanes required. ADDLNS also
facilitates the graphic display of oadways needing
widening. This paper describes the methodology and
results of applying this streamlined and efficient process
to determine highway network needs without manual
link- by-link capacity calculations. The process is also
flexible in adopting different acceptable LOS standards.
It was concluded that the methodology is a viable tool
for area-wide highway needs assessments.
Florida.
1-52. History of Intermodalism in Maryland From a
Highway Perspective.
Kassoff, Hal. (Maryland State Highway Administration).
Submitted to Intermodal Planning Conference, Dec 7
1994, New Orleans, Louisiana.
"Intermodalism" comes relatively easy in Maryland.
Although we have not always called it intermodalism,
this is something which has been happening and
becoming fairly natural over the past twenty plus years.
What we have been doing is Creating intermodal
interfaces that are as seamless as possible," or as
Congressman Roe refers, "making it possible to get
there from here." A large part of making intermodalism
work well in Maryland over the past several decades, is
the fact that Maryland's different modes work well
together. This is not an accident. Within the Maryland
Department of Transportation (MOOT) framework there
is a broad range of transportation facilities, services and
responsibilities consisting of ownership, management
and operation of State highways, public transportation
(commuter rail, heavy rail, light rail, and buses); airports
(2 operating airports including a major international
airport); seaports (several operating terminals); toll
facilities (S bridges, two tunnels); motor vehicle activities
(registration and drivers license) plus some short line
rail responsibilities. Evidently, Maryland has a broad
outlook on transportation, consisting of what mode ts)
of transportation can best do the job and how other
modes can assist.
Maryland.
1-53. 1-95 Corridor Coalition.
Kassoff, Hal. (Maryland State Highway Administration).
Submitted to Intermodal Planning Conference, Dec 7
1994, New Orleans, Louisiana.
A partnership of 14 state and local DOT's, 12
transportation authorities, and 11 other related
organizations whose mission is to work cooperatively to
improve mobility, safety, environmental quality, and the
efficiency of interregional and inter-modal travel of
people and goods in the Northeast through real-time
communication and operational management of the
area's transportation system. In doing so, the Coalition
will seek to establish an economically beneficial,
mutli-modal framework for early implementation of
appropriate IVHS technology.
1-54. 1-95 Corridor Commercial Vehicle Market
Segmentation: Trucks.
Cambridge Systematics, Inc. Jan 1995, Technical
Memorandum.
This technical memorandum summarizes the results of
an effort to describe the motor carder market operating
in the 1-95 corridor (Phase 1, Task 1, Subtask la of the
work plan). The goals of this effort were as follows: (1)
To define the major motor carrier industry segments in
the 1-95 corridor; and (2) To identify the types of
carriers who should be interviewed to determine motor
carrier needs for traffic and inadent information in the
11
OCR for page 28
Project Bibliography - NCHRP 8-32 (1 )
Cousins, Luke and Richard J. Drake. (Georgia
Department of Transportation). Submitted to
Intermodal Planning Conference, Dee 7 1994, NOW
Orleans, Louisiana.
The SavannahlChatham County area of Georgia is a
major coastal transportation Hub in the Southeastern
USA, composed of Rail, Highway, Seaport, Airport and
Pipeline Transportation systems. The study shall first
determine and analyze the current movement of goods
and materials between the various freight transportation
systems. Then, in concert with the modal
owners/operators, identify and quantify potential areas
for improved economic and operational efficir r 'S.
Georgia.
1-143. Special Edition Newsletter: STIP (Statewide
Transportation Improvement Program)
Development.
Lowe, R., Editor (Minnesota Department of
Transportation, St Paul, MN). Oct 1993.
This booklet reflects draft Statewide Transportation
Improvement Program (STIP) activities in Minnesota
during July and August of 1993. Also included is a
brief progress report on Minnesota's Intermodal
Surface Transportation Efficiency Act (ISTEA)
Areawide Transportation Partnerships (ATPs).
Mlnnsota.
1-144. The Stark County Intermodal Facility: An
Innovative Financing Example.
Platt, John R. (Ohio Department of Transportation).
Presented to Transportation Research Board
Conference on Intermodalism, Dec 9 1994, New
Orleans, Louisiana.
Ohio.
1-145. State and Regional Comprehensive
Planning.
Buchsbaum, P. A. and L. J. Smith. (EditorsJ. Chicago,
IL. American Planning Association, 1993.
The idea of a state-directed approach to planning and
growth management is fairly new. This book presents
the experiences of nine states at the leading edge of
the statewide planning movement. The reader will find
out how these states have set standards to protect
farmland and sensitive environmental lands, prevent
urban sprawl, and meet infrastructure needs. The
reader will gain insight on how to resolve the conflicting
interests involved in growth management.
1-146. State Departments of Transportation:
Strategies for Change. I4CHRP Report 371.
Larson, Thomas. (National Academy of Public
Administration, Washington, DC). Washington, DC.
Transportation Research Board, 1995, NCHRP Project
20-24~9~.
State departments of transportation (DOTS) are
continually evolving because of planned and unplanned
reactions to internal and external influences. Recently,
however, the pace of this evolutionary process has
greatly accelerated so much so, that many state DOTs
must rethink traditional ways of doing business.
Influences contributing to this evolution include
economic and demographic changes, variations in
service and use demands, legislative edicts,
rehabilitation needs versus new construction, modal
integration, and elective and mandated changes in
relationships with other governmental agencies and
private organizations. The objectives of this research
are to (1) evaluate current and potential influences that
affect the future of state DOTS, (2) describe and
discuss the impacts on DOTS, (3) provide guidance for
DOTs to assess their ability to respond, and (4)
recommend solutions or techniques that will assist in
the transition of DOTs to most current and future
challenges.
1-147. State DOT Comments.
Pedersen, Neil J. (Maryland State Highway
Administration). A Paper Within the Session, Public
Interest Group Assessments of Impacts of ISTEA on
Environmental Quality and Comments from Other
Perspectives: Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
Maryland.
1-148. State DOT Comments.
Walker, Thomas. (Wisconsin Department of
Transportation). A Paper Within the Session, Public
Interest Group Wish List for ISTEA Reauthorization
and Comments from Other Perspectives: Presented to
the Annual Meeting of the Transportation Research
Board, Jan 1995.
Wisconsin.
1-149. State Multimodal and Intermodal
Transportation: An Overview of Policies and
Programs Promoting Economic Growth: A Report.
Walton, C. M. and L. B. Boske. Austin, TX. Lyndon B.
Johnson School of Public Affairs, 1989, N90.
Texas.
1-150. State of the Practice: Transportation
Planning.
Pedersen, Neil J.; Carl B. Williams; Susan Mortel, and
Henry Peyrebrune. Transportation Research Record
1243: Future of Statewide Transportation Planning.
1989, Pp 19-31.
Included are the following: a discussion on long-range,
statewide, multimodal transportation planning in
Maryland; comments on the challenge of preserving
interregional mobility and improving urban mobility in
California; overview of the Michigan Department of
Transportation's investment planning process and
28
OCR for page 29
Section 1 - Statewide Planning
some of the successful strategies that have been used
to implement that investment plan, as well as future
goals; and a review of the 2020 process and discussion
of implications for multimodal statewide planning in
New York.
Maryland California Michigan New York.
1-151. State Role in Public Transportation.
Transportation Research C'rcular 343. Dec 1988, Pp
84.
This Circular summarizes a National Conference on the
State Role in Public Transportation, conducted by the
Transportation Research Board in cooperation with the
American Association of State Highway and
Transportation Officials. The conference, which was
held June 1-3, 1988, in Fredericksburg, Virginia,
examined the state role in four major public
transportation issues: performance monitoring,
technical assistance and research, funding, and
interagency/intermodal coordination. The Circular
contains an executive summary, workshop summaries
and the following resource papers: Public
Transportation Performance Monitoring, L.C.
MacDorman; The State Role in Technical Assistance
and Research, S.F. Knapp; State Transit Funding
Issues, J. Dockendorf; and Interagency/lntermodal
Coordination, D.N. Tudor and R. Halvorson.
.
1-152. Statewide Bicycle Planning in the United
States.
Ferguson, E. and D. 1. Montgomery. Transportation
Research Record 1396. 1993, Pp 37~3.
The Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) significantly enhances opportunities for
bicycle planning, funding, and coordination at the state
level. Georgia Tech designed, implemented, and
analyzed the results of a survey of state transportation
departments regarding bicycle planning and related
activities. The survey was mailed to all 50 states and
the District of Columbia in March 1992. By June 1, 43
responses had been received (84%~. Statewide bicycle
planning activities increased in the early 1 970s, the late
1 970s, the early 1 980s, and more recently after the
passage of ISTEA. RJIost states treat bicycles as legal
vehicles on state highways. About had of the states
surveyed have a bicycle department or position and a
atizen-led bicycle advisory committee or provide
funding for bicycle programs and projects. Few states
currently have comprehensive statewide bicycle plans.
Several states are in the process of developing such
plans. Legalization of bicycle usage on streets and
highways is a clear national trend not critical to the
adoption of statewide bicycle plans. Funding and
institutionalization appear to be more supportive of
state bicycle planning. Bicycle advisory committees
often are associated with more active state involvement
in bicycle planning. This may be due to the importance
of r`?cre~ional and tourist activities in bicycle system
utilization, at least in some states. Bicycle facilities
designed to serve these types of travel generally require
a broader than purely local perspective to achieve
success in systems planning and design.
1-153. Statewide Goals, Objectives and Actions.
Michigan Department of Transportation.
Michigan.
1-154. Statewide Highway Planning Procedures.
Participant Workbook, NHI Course No. 15127.
Covil, J.; M. Sexton, and L. Stephens. (Wilbur Smith
and Associates, Washington, DC). Jun 1990.
Statewide highway planning procedures and the
current state-of-the-practice are documented in the
report. The purpose is to provide an instruction manual
for the participants in NHI Course No. 15127, and also,
a reference manual that can be used to determine
common practices in the eight important areas of
statewide planning.
1-155. Statewide Intermodal Transportation
Planning: A Regional Perspective on the Public
Involvement Process.
Perkins, Judy A. and Ibibia K. Dabipi. (Southern
University, Baton Rouge, LA). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
. .
oulsla~na.
1-156. Statewide Multimodal Terminal
Renovations.
Mallery, Gilbert. (Washington State Department of
Transportation, Olympia, WA). Submitted to Intermodal
Planning Conference. DQC 7 1994. New Orleans,
. . ~=
L. .
Oulslana.
Fourteen communities in the state of Washington nave
been selected as viable candidates for multimodal
terminals. Currently, these communities are in various
stages of planning, design or construction involving the
renovation of old train depots and in one case a ferry
terminal into efficient multimodal terminals. Some
communities are renovating terminals to handle high
speed rail passenger service, combined with bus, ferry,
auto, bicycle, and taxi service. For communities alog
the north-south corridor from Seattle, Washington to
Portland, Oregon, the renovation of old train depots
into efficient multimodal terminals is considered
essential for successful high speed rail passenger
service. Other small communities are preparing to
removate old train depots into multimodal terminals to
more efficiently connect rail travel with the roadway
system.
Washington.
1-157. Statewide Multimodal Transportation Plan.
29
OCR for page 30
Project Bibliography - NCHRP 8-32 (1 )
Washington State Department of Transportation.
(Olympia, WA). Sep 1994.
Washington.
1-158. Statewide Multimodal Transportation
Planning Process. Prospectus.
Wisconsin Department of Transportation. Nov 12
1 992.
Wisconsin.
1-159. Statewide Transportation Plan, Overview
1988.
Oregon Department of Transportation. (Salem, OR).
1989.
Oregon.
1-160. Statewide Transportation Systems Plan:
Draft Service Objectives.
Washington State Transportation Commission. Fall
1992.
Washington.
1-161. A Statewide Travel Demand Model System
for New Hampshire.
Rossi, Thomas F.; Kevin F. Tierney, and William E.
Craven. (Cambridge Systematics, Cambridge, MA).
Submitted to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
New Hampshire.
1-162. Statewide Workshop Report. Mid-Year
Meeting Of The Committee On Transportation Data
And Information Systems, Washington, D.C.,
October 24-25, 1989.
Meyer, M. D. Transportation Research Record 1271.
1990, Pp 34.
The Statewide Workshop identified planning and policy
issues and noted gaps in the available data.
Conclusions and recommendations of this workshop
are as follows: (1 ) More coordination between data
bases that state DOTs deal with is needed. (2) GIS
should foster the above coordination. (3) Further
research and implementation of results of collection of
data on trucks is needed. (4) Data are needed for
evaluating intermodal concepts. (~) User benefits are
important evaluative measures. What do they mean to
other parts of society and the economy? (6) An
authoritative review should be made of the relationship
between transportation investment and economic
development, productivity, and competitiveness along
with a determination of the data required. (7)
Performance and LOS data is required. HPMS should
be modified if possible, to include such a measure. (8)
There is sufficient data in rural and non-urban areas of
the states. Complete data bases across each state to
allow consistency in planning between urban and rural
areas are needed. (9) A strategy should be established
for collecting condition data on state transit facilities.
(1 O) At least 2% of all federal transportation aid to
metropolitan areas and states go to transportation
planning and research with data collection, data
management, and analysis a major part of a
transportation research and planning effort. (t 1 ) With
relation to aviation data, there needs to be a
consistency in data and analysis to relate national
airspace planning to physical plans for airports. (12)
Better information is needed about such topics as fuel
consumption and evasion of taxes, because this
important information is used to allocate funds. (13)
The 1990 Census should be used to check forecasts
to see how the models might be improved. (14) To
avoid information gridlock, a review should be made of
management strategies for data collection. The TRB
Committee on Data and Information Systems should
do a prototype study of what a good data management
system shoud be.
1-163. Strategic Mobility Plan...ldentifying
Transportation Requirements, 1990-2009.
Texas State Department of Highways & Public
Transportation, (Austin, ~X). Feb 1989.
This report presents the Strategic Mobility Plan (SMP)
of the Texas State Department of Highways and Public
Transportation for 1990 through 2009. Following an
introduction, the contents are presented in the following
chapters: (1) The Highway System; (2) Multimodal
Transportation; (3) Administration and Support; (4)
Transportation-Related Services; and (5) Summation.
Fiscal requirements for the years 1990-2009 in this
SMP are $82.6 billion, in constant 1988 dollars. The
distribution by major areas is as follows: (1) Highway
System - 94.7%; (2) Multimodal Transportation - 1.0%:
(3) Administration and Support- 2.3%; and (4)
Transportation-Related Services - 2.0%.
Texas.
1-164. Strategic Planning, Total Quality, and
Performance Measurement: A Quality Director's
View.
Etmanczyk, James S. (Wisconsin Department of
Transportation). Presented to the Annual Meeting of
the Transportation Research Board, Jan t 995.
Wisconsin.
1-165. Strategic Transportation Policy Planning in
Washington State.
Howard, C. E. and B. J. O'Sullivan. Proceedings of the
Third National Conference, Transportation Planning
Methods Applications, Transportation Research Board,
Apr 22 1991, Dallas, Texas. Pp 14.
This paper summarizes the origins and evolution of
Washington's strategic transportation policy planning
process since 1988. The discussion includes several
30
OCR for page 31
Section 1 - Statewide Planning
key elements. First, the strategic planning model
adopted for statewide policy planning is described.
Second, the organizational and membership
characteristics of this process are detailed. Third, the
broad range of approved policies "in place" are
outlined. The fourth section examines the challenge of
delivering meaningful policy implementation. Finally,
the paper concludes with a look at prospective
improvements to the strategic policy planning process.
Washington.
1-166. Survey and SummarIes of Metropolitan
Planning Organizations and State Departments of
Transportation.
Michigan Department of Transportation. (Lansing, Ml).
Nov 1 992.
This publication presents the results of a survey
examining the relationships between state departments
of transportation, metropolitan planning organizations,
and transit agencies, and how they are affected by the
passing of the Intermodal Surface Transportation
Efficiency Act of 1991. The survey was created by a
task force appointed by the AASHTO Standing
Committee on Planning. Gloria J. Jeff, Deputy Director
of Transportation Planning, at the Michigan
Department of Transportation led the task force.
1-167. A Survey of States' Current Multimodal
Data Collection.
American Assoc ation of State Highway and
Transportation Officials. Washington, DC: Dec 1992.
1-168. Translinks 21: A Multimodal
Transportation Plan for Wisconsin's 21 st Century.
Wisconsin Department of Transportation. (Madison,
Wl).
Wisconsin.
1-169. Translinks 21: Multi-Modal Intercity
Passenger Analysis. Draft Final Report. Volume
1: Base Data and Forecasting Methodology.
KPMG Peat Marwick; HNTB Corporation, and Midwest
System Sciences, Inc. Wisconsin Department of
Transportation, Jun 1995.
Wisconsin.
1-170. TRANSLINKS 21 - Transportation and
Economic Development.
Wisconsin Department of Transportation. Wisconsin
Translinks 21. Oct 1993, Vol. 1, No. 6.
Wisconsin.
1-171 . Translinks 21 Transportation Plan:
Intercity Modal Forecasts and Interactions.
Wisconsin Department of Transportation. (Madison,
Wl). Nov 1994.
31
Wisconsin.
1-172. Transportation2010: Ground
Transportation Plan. Summary.
Rhode Island Department of Administration.
(Providence, Rl). Jul 1992.
The Rhode Island State Planning Council adopted the
"Transportation 2010: Ground Transportation Plan"
(Report Number 75, March 1992) as element 611 of
the State Guide Plan on June 13, 1991. This report is
a summary of that plan. It includes the entire part of the
plan on "Policies and Recommendations".
Rhode Island.
1-173. Transportation Alternatives for Economic
Development in Wisconsin.
Wisconsin Department of Transportation. (Madison,
Wl). Feb 1994.
Economic development and transportation are closely
linked. Economic development stimulates
transportation demand by increasing the number of
workers commuting to and from work, customers
traveling to and from services areas, and products
being shipped between producers and consumers.
Additional demand can then trigger the need for
transportation improvements Improvements which
decrease transportation costs and increase safety may,
in turn, stimulate further economic development.
Transportation improvements do not guarantee
increased economic development. To increase
economic development, an improvement needs to
decrease transportation costs or make transportation
more reliable. A proper economic climate must also
exist, as well as other support services. With these
factors in place, transportation improvements can
become catalysts for economic expansion. While this
issue paper concentrates heavily on freight and
passenger issues related to economic development,
WisDOT recognizes that economic development
cannot come at the expense of our environment or
quality of life.
Wisconsin.
1-174. Transportation and Economic Development
in the Upper Midwest: New Models for Federal,
State and Local Cooperation In Infrastructure
Investment.
Schuh, G. E.; L. W. Munnich, Jr.; C. Campbell; G.
DeCramer; B. Rohde; R. Salmela; M. Enerson; J.
Kaden; P. Hudson, and C. Peterson. (Minnesota
University, Minneapolis, MN). Sep 1993.
In 1991, prior to the passage of the Intermodal Surface
Transportation Efficiency Act (ISTEA), the United
States Congress funded a grant to the Federal
Highway Administration which enabled the State and
Local Policy Program of the University of Minnesota's
Hubert H. Humphrey Institute for Public Affairs to
OCR for page 32
Project Bibliography - NCHRP 8-32 (1 )
conduct a multi-state project to explore transportation
and infrastructure finance policy. The timing of the
project created an opportunity for the five states
involved--lowa, Minnesota, Montana and North and
South Dakota--to inform the provisions of ISTEA. A
series.of consultations were held in each state. They
focused on issues of public policy that challenge the
economic future of the Upper Midwest. In addition to
the proceedings of the research symposium, written
reports, transcriptions of oral presentations, workbooks,
and evaluations have been generated by each state
and have been submitted to the Humphrey Institute's
State and Local Policy Program. This final report is a
summary of the entire effort. The first section provides
background information. The project policy
recommendations are contained in the second section
of this report. The third section presents the regional
picture of the Upper Midwest. The principle findings
are: (1 ~ Strategic investment in efficient transportation
systems brings productive returns; and (2) The greatest
barriers to productivity are institutional and political;
therefore multi- state regional cooperation and
collaboration are necessary to having a sustainable and
prosperous economy.
1-175. Transportation and Growth Management:
A Planning and Policy Agenda.
Center for Urban Transportation Research, University
of South Florida. (Tampa, FL). Jan 1994.
The Florida Legislature and the Governor's Office
directed the Center for Urban Transportation Research
to undertake the State Transportation Policy Initiative
(STPI). The purpose of this multi-phase study is to
reevaluate the way transportation infrastructure and
services are planned and developed at the state and
local levels in Florida and to formulate options for
implementing requirements of the 1991 Intermodal
Surface Transportation Efficiency Act. This report is
one of a series of publications resulting from Phase I of
the STPI. The first chapter reviews the policy context
for planning in Florida and implications of the changing
policy framework. The second chapter reviews
methods used by local governments to plan for future
land use needs and addresses the issue "How much is
too much?" Issues and recommendations regarding
current transportation planning practice are examined
in the third chapter. The challenges of achieving
consistency between land use and transportation
planning are discussed In the fourth chapter. Finally, in
the fifth chapter, the report addresses the question of
intergovern mental coordination.
Florida.
1-176. Transportation and lowa's Economic
Future.
Forkenbrock, D. J.; N. S. J. Foster, and M. R. Crum.
(lowa University, Public Policy Center, Iowa City, IA).
1993.
This is a study of how transportation policy can be
fashioned to improve lowa's long-term economic
prospects. The research focuses on the state level and
covers pricing, resource allocation, investment, and
other issues that directly affect the performance of
public facilities that support transportation of goods and
people to and from points in Iowa. Chapter 1 is an
introduction. Chapter 2 begins with an assessment of
how lowa's economy is changing, both functionally
and spatially. Commuting patterns and methods of
goods movement are then discussed. The purpose of
this analysis is to provide a context for the exploration of
transportation policy issues in subsequent chapters. In
Chapter 3 a framework is established for evaluating
changes in transportation policies. A working definition
of economic development is given and the role of
government policies in making an area more attractive
to economic activity is considered. Chapter 4 analyzes
public policy options for lowa's roads and highways.
These policy options are intended to help the state
compete for economic activity. Chapter 5 assesses
alternative investment strategies for major navigational
facilities on the upper Mississippi River. Chapter 6
examines major transportation policy issues in lowa's
agricultural sector. The current magnitude of
agricultural shipments and the roles of several modes
are presented. After focusing on issues related to
railroad competitiveness, the analysis turns to how
lowa's rural roads should be financed. The need for
joint investment and pricing decisions affecting
waterways, railroads, and rural roads is stressed.
Chapter 7 examines the current status of freight
transportation in Iowa. An assessment is made of
issues related to trucking and of intermodal
transportation and its potential for cost-effective
shipping to and from businesses in Iowa. Chapter 8
summarizes the key findings of this study, offering ten
recommendations. These recommendations relate to
transportation as a means of facilitating economic
evelopment.
Iowa.
1-177. Transportation Characteristics of Wheat
and Barley Shipments on Haul Roads To and From
Elevators In Eastern Washington.
Newkirk, Jonathan R. and Kenneth L. Casavant.
(Washington State University, Pullman, WA). Mar
1995, EWITS Research Report Number 5.
Washington.
1-178. Transportation Data Needs: Programs for a
New Era - Implications for State DOTs and MPOs
(Introduction).
Sosslau, A. B. May 27 1992, Irvine, California.
Conference Proceedings Published in Transportation
Research Circular 407, Washington, DC, April 1993,
32
OCR for page 33
Section 1 - Statewide Planning
Pp5.
This conference introduction summarizes the
recommendations from the last major conference
related to transportation data needs that was held in
October ~ 989, and discusses the purpose of the
present conference. That purpose was to generate
and present ideas that would help develop positive and
productive data programs which are cost effective and
will support the new demands of decision makers.
There were four panels with presentations and
discussion on the first day. On the second day there
were four concurrent workshops. The anticipated
result of the conference was guidance to states and
Metropolitan Planning Organizations in developing their
work programs for upcoming years. Such programs
will take into account the new requirements of the
Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) and the Clean Air Act Amendments of
1 990 (CAAA).
1-179. Transportation Improvement Account
Program Workshop.
State of Washington Transportation Improvement
Board. Nov 1994.
Washington.
1-180. Transportation Needs of Eastern
Washington Fruit, Vegetable and Hay Indsutries.
Gillis, William R.; Emily Gruss Gillis (The Gillis Group,
Olympia, WA), and Kenneth L. Casavant (Washington
State University, Pullman, WA). Mar 1995, EWITS
Research Report Number 7.
Washington.
1-181. Transportation Planning and Decision
Making: A Local Perspective.
Street, J. Tranportation Planning, Programming, and
Finance: Proceedings of a Conference, Jul 19 1992,
Seattle, Washington. Proceedings Published in
Transportation Research Circular 406; Apr 1993: Pp
18-22.
This conference keynote address discusses the
transportation planning and decision making currently
underway in the State of Washington from the local
perspective. The concept of concurrency, between
infrastructure development and the grouch and
development in terms of land use, is discussed,
followed by a discussion of the concept of consistency
by which local governments will continue to work on
their comprehensive plans and then will go through
basically an iterative process, coming back with those
plans to the county level to determine if they are
consistent and, if not, determining what changes need
to be made and at what level (local, county, state).
Washington.
1-182. Transportation Planning and Programming
33
Lessons from Wisconsin.
Kennedy, Rob. (Transportation Advisor to the Public
Intervenor and State Environmental Groups, Madison,
Wl).
Wisconsin.
1-183. Transportation Planning for State
Purposes.
Center for Urban Transportation Research. (University
of South Florida, Tampa, FL). Jun 1994.
Recent legislation and fiscal trends in Florida and
nationwide have created a unique combination of
restraints and opportunities, providing an impetus for
examining the way Florida conducts transportation
planning. In response to these challenges, the Florida
Legislature and the Governors Office directed the
Center for Urban Transportation Research to
undertake the State Transportation Policy Initiative
(STPI). As part of the STPI, research has been
undertaken to examine methods employed by other
states to identify transportation needs, set priorities,
allocate modal roles, estimate costs, determine who
should pay, make decisions, and determine the
relationship between transportation and land USE. This
study element focuses on the attainment of programs
of major state importance that support Florida's growth
management and comprehensive planning statutes,
the Intermodal Surface Transportation Efficiency Act,
the Clean Air Act Amendments, and other federal
statutes.
Florida.
1-184. Transportation Planning, Programming,
and Finance.
Transportation Research Board/National Research
Council. Transportation Research Circular. Apr 1993,
Number 406.
1 -1 85. Transportation Planning, Programming,
and Finance: Proceedings of a Conference
(Introduction).
Meyer, M. D. Jul 19 1992, Seattle, Washington.
Published in Transportation Research Circular 406; Apr
1993: Pp 2.
The Transportation Research Board, in conjunction
with the Federal Highway Administration, the Federal
Transit Administration, and the Washington State
Department of Transportation, held a conference in
Seattle whose primary purpose was to examine the
major characteristics of multimodal planning and
programming. This conference introduction discusses
the conference purpose, organization, participants, and
objectives which were as follows: (1 ) review the
emerging issues affecting planning and programming
decisions, e.g., accommodating environmental criteria
and implications of the recent clear air and wetlands
requirements; (2) assess current and new approaches
OCR for page 34
Project Bibliography- NCHRP 8-32 (1)
to programming and planning including institutional and
technical aspects; (3) determine the steps required to
address emerging issues; and (4) develop a research
agenda.
1-186. Transportation Solutions for ''Today,
Tomorrow And Beyond".
Minnesota Department of Transportation. (St Paul,
MN). Proceedings of the 4th National Conference for
Small and Medium-Sized Areas, May 25 1994, Duluth,
Minnesota.
The purpose of this conference was to bring together a
broad representation from small and medium-sized
communities to share their solutions to common
transportation problems and to discuss the
implementation of the Intermodal Surface
Transportation Efficiency Act (ISTEA) in their
communities. The conference was dividedinto three
tracks which ran concurrently through each of the four
sessions. The tracks were as follows: TRACK-A -
Policy, Administration and financial; TRACK-B -
Transportation Issues; and TRACK-C - Planning
Issues. The majority of the papers presented at the
conference are included in these Proceedings and are
arranged by session number and track as follows:
TRACK 1A - New Partnerships and Influences; TRACK
1 B - Environmental; TRACK 1 C - Travel Demand
Management (TDM); TRACK 2A - Education; TRACK
2B - Land Use; TRACK 2C - System Planning; TRACK
3A - Project and Agency Administration; TRACK 3B -
Intermodal; TRACK 3C - Environmental Process;
TRACK 4A - Management Systems; TRACK 4B -
Mobility; TRACK 4C - Modeling and Data
Management; and General Sessions.
Minnesota.
1-187. Trends and Forecast of Florida's
Transportation Needs.
McHugh, R.; D. Gray; B. Keitgen, and C. Thomas.
(University of South Florida, Tampa, FL). Oct 1993.
The Florida Legislature and the Governor's Office
directed the Center for Urban Transportation Research
(CUTR) to undertake the State Transportation Policy
Initiative (STPI). The purpose of this multi-phase study
is to reevaluate the way transportation infrastructure
and services are planned and developed at the state
and local levels in Florida and to formulate options for
implementing requirementsofthe 1991 Intermodal
Surface Transportation Efficiency Act. This report is
one of a series of publications resulting from Phase I of
the STPI. Its purpose is to describe Florida's trends in
private transportation over the past 20 years and to
create a forecast of Florida's transportation needs and
resources over the next 20 years. Following an
Executive Summary and Introduction, the report is
organized in three sections. The first section provides a
description of trends in the use of Florida's
transportation system over the past 20 years. This
overview compares the most recent trends to those in
earlier decades and also makes a comparison of these
trends between Florida and selected other states over
the same time period. The extent and quality of the
state's road system are also described and compared
to these other states. The next section reports on the
bulk of the empirical research that has been conducted
for this report. The formal economic forecast model is
described, the theoretical underpinnings for the precise
specification are presented, and the final forecast
model estimates are reported. Once that model is
identified, it is used to provide forecasts of motor fuels
sales in the state through the year 2010. The sensitivity
of the motor fuel USE forecasts to the assumptions that
have been made regarding the underlying growth in the
Flonda economy, the growth in the real price of motor
fuels, the growth in tourism activity, QtC., are examined.
The final section of the report explores the potential
quantitative importance of several broad
socioeconomic and policy trends that may influence the
ue of motor fuels in the future. In particular, the degree
to which trends in the use of alternative fuels and in
telecommuting will affect future road use and funding
are explored.
Florida.
1-188. Urban Arterial Trust Account Program
Workshop.
State of Washington Transportation Improvement
Board. Nov 1994.
Washi ngton.
1-189. US Intermodal Planning: Progress Report.
Collins, Carrol E. and Scott M. Festin. (University of
North Carolina at Charlotte, Charlotte, NC). Submitted
to Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
1-190. Venture Washington - IVHS Strategic Plan
for Washington State.
Washington State Department of Transportation.
(Seattle, WA).
Washington.
1-191. Vermont's Long Range Transportation
Plan.
Vermont Agency of Transportation Planning Division,
with the assistance of Wilbur Smith Associates. Mar 15
1 995.
Vermont.
1-192. The Virginia Department of
Transportation's Strategic Plan for an Intelligent
Vehicle-Highway Systems Program.
Smith, B. L. Proceedings of the IVHS America 1993
Annual Meeting. Surface Transportation: Mobilit,
34
OCR for page 35
Section 1 - Statewide Planning
Technology, and Society, Apr 141993, Washington,
DC. Pp 376-380.
VDOT's IVES program, Virginia PROGRESS, is
centered around four areas of concentration: Advanced
Traveler Information Systems (ATIS), Advanced Traffic
Management Systems (ATMS), Automated Highway
Systems (AHS), and Commercial Vehicle Operations
(CVO). Specfic goals are defined for each
concentration area in the short-term, middle-term, and
long-term phases of the program. These goals will be
utilized to provide direction for the program, serving as
catalysts for more detailed definitions of systems and
projects. Finally, an organizational structure is detailed
which will support the implementation of the plan.
Virginia.
1-193. Vision 2020: Alternatives For the Future.
Binkley, Lisa S. (Wisconsin Department of
Transportation, Madison, Wl). Presented to
Transportation Planning Methods Applications
Conference, Apr 171995, Seattis, Washington.
Dane County is Wisconsin's fastest growing county.
is home to urban and rural communities, and
everything in between. The 60 often-competing local
governments, including the County Board and County
Executive, are all very divided over land use - a primary
source of travel growth. Dane County also has
high~uality highways and one of the nation's best
transit systems. But these highways are seen as a
cause of sprawl; and the transit system is seen as
inadequate to attract development to the central urban
area. It is in this setting that the Wisconsin Department
of Transportation (DOT) entered into a comprehensive
land use and transportation planning process with
Dane County, the City of Madison, and the Dane
County Regional Planning Commission (RPC). The
three-year process is called Vision 2020. Vision 2020
officially began in May 1994, when the project sponsors
hired a transportation and land use consultant team to
help the sponsors: 1 ) design and conduct an extensive
public participation process; 2) develop feasible,
detailed, and distinct alternative future land use
scenarios: 3) estimate the travel demand generated by
each scenario; 4) develop alternative, multimodal
transportation systems to serve each land use scenario;
5) analyze the full range of impacts of combined land
use-transportation scenarios; 6) identify the policies
necessary to implement each scenario; 7) select a
preferred land use-transportation scenario; and 8)
develop the first Dane County Land Use and
Transportation Plan based on that scenario. The
process has been and will continue to be both
challenging and contentious for a number of reasons,
including the following: 1) The project is being
sponsored by diverse agencies. DOT and the RPC are
splitting the funding, but the City and County are clearly
central de~sion-makers in the process. 2) DOT is
providing guidance in the process, but does not want to
overstep its role as a state agency in directing a local
planning effort. DOTs primary concern is meeting
ISTEA requirementsfor updating the regional
transportation plan. 3) the sponsors had very different
objectives in selecting consultants. After months of
heated negotiations, the sponsors compromised on a
transportation and land use consultant team. 4) There
are also peripheral issues influencing Vision 2020
including debate over plans to improve a rural two-lane
highway and merging the RPC staff and County
planning staff. Vision 2020 will certainly be filled with
very public debate about both process and product.
But the potential outcome is significant. If the sponsors
are able to obtain high levels of focused public
discussion about the alternative land use and
transportation scenarios, the community has the
potential to develop and adopt a consensus plan on
how to accommodate the substantial land development
and travel growth anticipated in Dane County over the
next 25 years.
Wisconsin.
1-194. Washington's Transportation Future. 1990
Report to the Washington State Leglislature:
Transportation Policy Planning for Washington
State.
Washington State Department of Transportation.
Olympia, WA: Jan 1990.
Washi ngton.
1-195. Washington State Freight Truck Origin and
Destination Study: Methods, Procedures, and
Data Dictionary.
Gillis, William R. (The Gillis Group, Olympia, WA) and
Kenneth L. Casavant (Washington State University,
Pullman, WA). Dec 1994, EWITS Research Report
Number 3.
Washington.
1-196. What is Minnesota Getting for Its Tax
Dollars? Streets and Highways.
Minnesota Office of the State Auditor. (St Paul, MN).
Jul 1 1993.
State and local governments in Minnesota have a
reputation for spending well above the national average
for public services. The purpose of this project is to
ask: What is Minnesota getting for its higher than
average government spending? If Minnesota's state
and local governments are spending more than other
states and the national average, how do the nature and
amount of services provided by Minnesota's state and
local governments differ from other states? This
project consists of a series of reports. This report
focuses on highways. Highways account for 92% of
Minnesota's total transportation spending. This report
is intended to provide state and local policy makers and
35
OCR for page 36
Pro ject Bibliography - NCHRP 8-32 (1 )
Minnesota citizens with the information necessary to
formulate their own thoughts and recommendations on
Minnesota's spending for streets and highways. The
report is organized as follows: Executive Summary;
Project Overview; Background; Minnesota's Road
System; Minnesota's Spending for Streets and
Highways; What Is Minnesota Getting for Its Highway
Spending - The Lowest Percent of All Types of Roads
with Poor Pavement Conditions, More Roads with Lane
Widths of 12 Feet or More, A Smaller Percent of
Deficient Bridges, Congestion for Most Urban
Highways At or Below the Average for Other States,
and Roads That Are Among the Safest in the Nation;
and Appendices.
Minnesota.
1-197. What's Transportation Got to Do With It?
An Introduction to the Washington State
Department of Transportation.
Washington State Department of Transportation.
(Olympia, WA).
Washington.
1-198. What We're Learning in Developing and
Implementing Our Congestion and Intermodal
Management Systems.
Altenstadter, Jim. (Arizona Department of
Transportation, Tucson, AZ). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
1-199. Where Will We Get the Transportation
Engineers and Planners of Tomorrow?
Hoel, Lester A.; Francis B. Francois, and George R.
Lloyd. Transportation Research Record 1243: Future
of Statewide Transportation Planning. 1989.
1-200. Who Ever Said MIS Was Easy? A Major
Investment Study in Southeast Florida.
Seeburger, Scott P. (Florida Department of
Transportation, Ft. Lauderdale, FL). Submitted to
Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
Florida.
1-201. Wisconsin Bicycle Planning Guidea
Wisconsin Department of Transportation. Sep 1993.
Guidelines for Metropolitan Planning Organizations and
Communities in Planning and Developing Bicycle
Facilities.
Wisconsin.
1 -202. Wisconsin Freight Forum: A Summary of
the Key Issues Discussed.
Wisconsin Freight Shippers and Operators.
On April 7, 1993, the Secretary of the Wisconsin
Department of Transportation (~'sDOT), Charles H.
Thompson, convened a meeting of some forty
Wisconsin shippers, transportation operators and
WisDOT staff to discuss issues and trends in
Wisconsin's rapidly changing freight environment. This
"Freight Forum" was prompted by provisions of the
federal Intermodal Surface Transportation Efficiency
Act requiring the development of a State Multimodal
Transportation Plan addressing both freight and
passenger transportation issues. Discussion at the
forum was facilitated by Mr. Alan Pisarski, a nationally
recruited transportation consultant from Falls Church,
Virginia. In initiating the freight element of this plan,
freight shippers and operators were asked to assist the
Secretary and his staff in developing a real world vision
of what the future might resemble for freight
transportatio in Wisconsin. Their thoughts are
summarized in this report. In preparation participants
were asked to consider the following four questions
prior to the April 7, Freight Forum: What is your
statewide vision of the freight transportation system
required for each mode, highway, rail, port and airport
that will meet ~sconsin's multimodal transportation
needs by the year 2020? In particular, what key
differences do you think will emerge between
Wisconsin's freight system of today, compared to what
will evolve in the next 30 years? What kinds of
public-private partnerships will be required to achieve
your vision of the year 2020 freight transportation
system described above? What are the most
significant emerging trends that will impact your
company's transportation activities or requirements?
Key areas of discussion were assembled into the
following report based on the collaborative responses
of the Freight Forum participants. The first section of
the report describes the broad issues faced by freight
shippers and operators today. Ensuing sections
summarize discussion points focused on specific
modes including: freight rail, truckin, intermodal, ports,
and air cargo.
Wisconsin.
1-203. Wisconsin Public Participation Process for
Metropolitan Planning and Programming.
Wisconsin Pedestrian Planning Guideline.
Wisconsin Department of Transportation. Sep 1993.
Guidelines for Metropolitan Planning Organizations and
Communities in Planning and Developing Pedestrian
Facilities.
Wisconsin.
1-204. Wisconsin Transit Planning Forum: A
Summary of the Key Issues Discussed.
Wisconsin Department of Transportation.
Wisconsin.
1-205. Within Our Means.
36
OCR for page 37
Section 1 - Statewide Planning
Pile, Deborah; J. H. Fonkert; Mark Larson; Steve
Reckers; Ray Lewis; R. Thomas Gillaspy (Minnesota
Planning), and Liz Emerson (Minnesota Department of
Health). Jan 1995.
Minnesota.
1-206. Workshop on Multimodal Transportation
Planning Research Needs.
Transportation Research Board., In Progress; NCHRP
Project 8-32.
A recent announcement for a TRB Conference held in
Seattle, Washington, July 19-22, 1992, on
Transportation Planning, Programming, and Finance
includes the following statement of purpose: "Many
changes have taken place that have created new
challenges for planning and programming decisions in
the 1 990's especially the impacts of the recently passed
surface transportation legislation that mill greatly impact
the planning and programming area. These challenges
include (1 ) an increasing emphasis on maintenance
and rehabilitation of an aging infrastructure versus new
facility expansion, (2) a growing concern with urban
and suburban grouch and congestion and the
appropriate mix of management and investment actions
needed to address it, (3) the impact of the new CIoan
Air Act and other environmental considerations, (4) the
new Surface Transportation Act including major
changes to the federal program structure, federal/state
matching ratios for funding, and the definition of the
federal aid highway system, (5) funding pressures at all
levels of government and the resulting interest in private
sector funding sources, and (6) greater emphasis on
multimodal issues." In view of these issues, there is a
pressing need to improve processes for transportation
planning, programming and financing. Research is
needed to identify approaches that can be used to
address these aspects reflecting each area's particular
institutional structure, programming process, system
needs, fi nanci al resou roes, and fu nd i ng mechanisms.
The objectives of the project vail be to (1) review the
emerging issues affecting planning and program
decisions, e.g. accommodating environmental criteria
and implications of the recent clean air and wetlands
requirements; (2) assess current and now approaches
to programming and planning including institutional and
technical aspects; (3) determine the steps required to
address emerging issues; and (4) develop a research
action agenda. An important element in this research
will involve convening a workshop of trasportation
leaders to addressing the issues in an effective manner.
The workshop would set the focus of the research
efforts.
1-207. The Year 2020.
Lockwood, Stephen C. Transportation Research
Record 1243: Future of Statewide Transportation
Planning. 1989, Pp 9-1 1.
This look backwards from the year 2020 sees the
eighties and nineties to have been a low point in
productivity in the surface transportation sector. The
provision of public infrastructure--transportation
infrastructure and services, highway and
transit--appeared to have been isolated from the
economic expression of consumer demand and from
effective means of responding innovatively to its market.
The key question facing transportation professionals at
the close of the twentieth century was, what kind of a
transportation system did a postindustrial service
economy, geography, and Society really need, and how
was society going to shape it and pay for it. Highlights
are included of the actual developments that have
taken place by the year 2020, which have included
such things as the automated vehicle operation that
allows both 1 4-year-olds and 84-year- aids to operate
vehicles, and the Stratoliner which will carry the author
of this paper from his Boston conference in the
morning to Paris for his afternoon meeting.
37
OCR for page 38
Representative terms from entire chapter:
transportation research
