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OCR for page 39
Section 2- MPO Planning and Programming
BIBLIOGRAPHIC REFERENCES FROM THE NCHRP 8-32 INTERACTIVE DATABASE
CONCERNING REGIONAL PLANNING AND PROJECT PROGRAMMING
2-1. Access to Opportunity: Cooperative Planning
to Improve Movility for Residents of Inner-C'ty
Communities of the St. Louis Region. Progress in
the First Year, FY 1995.
East-West Gateway Coordinating Council. (St. Louis,
MO). Jun 30 1995.
Missouri.
2-2. Alameda Corridor Project in Los Angeles
County, California.
Hicks, Gil V. (Alameda Corridor Transportation
Authority, Huntington Park, CA). Submitted to
Intermodal Planning Conference, Dec 7 1994, New
Orleans, Louisiana.
The Alameda Corridor Project will dramatically improve
railroad and highway service to the Ports of Los
Angeles and Long Beach - the largest port complex in
the United States. The project is designed to facilitate
port access while mitigating potentially adverse impacts
of port growth, such as traffic congestion, delays at
rail/highway grade crossings, train noise in residential
areas,airandpollution. Thecorridoris approximately
20 miles long running between downtown Los Angeles
and the ports. The project has a highway and a
railroad component. The rail element involves
consolidating the port-related traffic of three railroads -
the Atchison, Topeka and Santa Fe Railway, the Union
Pacific Railroad Company, and the Southern Pacific
Transportation Company - onto a fully grade-separated
right-of-way. Currently the three railraods use four
separate tracks which cross nearly 200 busy streets
between downtown Los Angeles and the ports. This
project will eliminate these highway-railroad conflicts.
North of State Route 91, the railroad corridor will be
depressed; i.e., in a trench about 33 feet deep and 47
feet wide. East-west streets will bridge straight across
this trench. South of Route 91, the tracks will be
at-grade and east-west streets wil be raised above the
tracks and Alameda Street. The project will be
designed to accommodate future electrification of the
rail line. The highway component involves widening
Alameda Street south of Route 91 from four to six
lanes. New pavement, signals and left-turn pockets will
be installed along the segment of Alameda Street
between Route 91 and 1-10.
Califomia.
2-3. Analysis and Use of 1990 Census
Transportation Package in Delaware Valley
Region.
Zakaria, Thabet. (Delaware Valley Regional Planning
Commission). Presented to the Annual Meeting of the
39
Transportation Research Board, Jan 1995.
Pennsylvania.
2-4. Analysis of Freight Movements in the Puget
Sound Region.
Transmode Consultants, Inc. Seattle, WA. Puget
Sound Regional Council, Oct 1994.
"The purpose of this report is to lay out in a simple and
direct way the data needed for freight planning and to
explain the findings to date of this effort for the Puget
Sound Region.... The principal conclusions reached
as the consequence of this study are: (1) Total truck
per day within the region are about 300,000
movements per day. Many are by small trucks
performing shorthaul local delivery functions. (2) The
size of the manufacturing sector as a receiver of freight
is quite significant. Manufacturing establishments are
responsible for approximately two-thirds of the total
tonnage in the region, but account for less than ten
percent of the total trip ends. (3) A remarkably large
proportion of the freight movements within the area are
involved in wholesale distribution--somewhere between
70 and 85 percent of all movements. (4) This includes
both local trips from distribution warehouses to retail
and manufacturing establishments and shorthaul trips
to outlying regions within a radius of about 250 miles.
(5) Most urban areas in the U.S. receive a predominant
amount of their longhaul inbound freight using longhaul
truckload trucking. For the Puget Sound Region the
proportion of longhaul truck in the mix was somewhat
less than expected amounting to only 1380 TLEs out of
5,714 TLEs inbound and 891 TLEs outbound of 4,287
TLEs total. This may be because the region is relatively
isolated from the remainder of the U.S., the distances
are long and the intermodal rail service is good. (6) The
role of rail intermodal in providing longhaul inbound and
outbound movements to the economy of the region
was unusually large in this region and this role is distinct
from its role in moving international maritime containers,
though it participates in handling roughly 1800 FEUs of
through container movements per day. (7) The
importance of maritime flows to the economy of the
region is also very apparent in the figures. Both bulk
and containerized flows are a significant factor in the
continued growth of the region. The Pars of Seattle
and Tacoma account for more than one million TEUs
of container flows each. (8) Anally, through traffic
movements by truck are not as large as one might think
ranging between 2,000 and 10,000 through
movements per day." Quoted from the Executive
Summary.
Washington.
OCR for page 40
Project Bibliography - NCHRP 8-32 (1 ~
2-5. Annual Report 1994.
PugQt Sound Regional Council. (Seattle, WA).
Washington.
2-6. Application of Urban Transportation Modeling
Techniques for barge Regions Total Travel &
Freight Analysis.
Prem, Clyde E. and Ping Yu. (Bucher, Willis & Ratliff,
Kansas City, h1O). Presented to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Urban travel demand modeling approaches have been
in existence since the late 1 950s. The four step urban
transportation process is well defined and in wide use
in nearly all metropolitan areas today. While the
process has remained relatively stable, over the years
improvements have been made to the way urban
transportation modeling is done and particularly in the
technology used to prepare travel forecasts.
Considerably less research has been completed in the
area of either freight movement or in preparing
forecasts for large regional areas. Here, large regional
areas are defined to include multi-counties
characterized by a number of cities or small
communities located within rural areas. What is of
interest here is not urban travel, but the travel demands
on rural highways and other transportation systems.
The requirement to consider the efficient movement of
freight as stated in the Intermodal Surface
Transportation Efficiency Act (ISTEA) places a new
emphasis on this subject often left out of the traditional
transportation study. Typically, transportation planners
have assumed that if the transportation system
functions correctly, it will work equally well for
passenger and freight vehicles. The process also
exclude the implicit analysis of rail and water freight
modes. The Quad County Regional Transportation
Planning Organization (RTPO) encompasses the
counties of Kittitas, Grant, Lincoln, and Adams in
Washington State. This four county areas has a
population of about 1 15,000 people spread out over
9,200 square miles. Some of the finest agricultural
products produced come from this area including
asparagus, potatoes, wheat, barley and their best
known export, apples. The primary transportation issue
facing the RTPO was not urban traffic congestion, but
rather was the need to identify key agricultural freight
movement routes from both field to storage and from
storage to processing. A travel demand model was
built to model the regions highway, rail and barge
transportation systems. Both passengerand freight
movements were simulated. The model was calibrated
and then used to forecast travel movements given
changes in transportation modes (Q.g. rail versus
truck), transportation costs and changes in crop
production. The purpose of this presentation will be to
define the methods used to apply the traditional urban
transportation planning process to a large rural area
multi-modal study with a large freight forecasting
component. The final results of the study included a
traditional recommended capital improvements
program but also provided the RTPO with a
transportation policy tool to analyze how changes in
agricultural markets and changes in transportation
costs affect transportation needs.
Washington.
2-7. Applying Least Cost Planning to Puget Sound
Regional Transportation. Phase I Report.
Nelson, D. and D. Shakow. (Institute for Transportation
ad the Environment, Seattle, WA). Feb 1994.
This report presents the results of the first phase of a
two-part least cost planning transportation study. The
study was undertaken in response to a request by
Washington Department of Transportation to suggest
how least cost planning concepts might be applied to
the work of the Regional Transit Authority (RTA). The
first phase has produced the conceptual design and
logic for a computer model which incorporates the
principles of least cost planning and an extensive list of
transportation options for the region. The second
phase will allow the model to be calibrated and applied
to alternative transportation portfolios. Least cost
planning, which has been successfully used in electrical
power planning in the Northwest, is a tool that can be
employed to help solve the difficult and complex
transportation problems facing the central Puget Sound
region. Least cost planning aims to develop
transportation plans which are socially optimal. It
achieves this objective by searching every feasible
alternative, those which limit demand as well as those
which increase capacity. Current planning practices,
by contrast, search within a narrow range of
possibilities and achieve results which are not truly
optimal.
Washi ngton.
2-8. ATNIS Planning: Linking Up With the MPO
and Section t34 Process.
Lam, J. K. Proceedings of the IVHS America 1993
AnnualMeeting. Surface Transportation: Mobility,
Technology, and Society, Apr 141993, Washington,
DC. Pp 123-125.
The Intermodal Surface Tranpsportation Efficiency Act
(ISTEA) of 1991 marks a major change in not only
funding levels for transportation projects of all types but
also in the way business is typically done by State and
local governments. Additional provisions for
metropolitan and Statewide planning must now involve
both State and local governments in the development
of long and short range improvement plans. There is
also the requirement that State DOTs cooperate and
consult with local government, including Metropolitan
Planning Organizations (MPOs), on project selection
40
OCR for page 41
Section 2 - MPO Planning and Programming
and implementation. There are a variety of issues and
practices which must be addressed when discussing
the link between the transportation planning process
and IVHS in general and more specifically for this
paper, Section 134 (metropolitan planning) and ATMS.
2-9. Building New Partnerships: The Freight
Railroad Industry and Metropolitan Planning
Organizations.
National Association of Regional Coundis.Prepared for
the Federal Railroad Administration. Oct 121994.
In 1992, the Federal Railroad Administration awarded a
contract to the National Association of Regional
Councils (NARC) to investigate how to enhance the
relationships between Metropolitan Planning
Organizations (MPOS) and the freight railroad industry.
Recent federal legislation including the Intermodal
Surface Transportation Efficiency Act (ISTEA) and the
Clean Air Act Amendments (CAM) have numerous
provisions that are changing how transportation plans,
programs, and policies are developed and implemented
in urbanized areas. These statutes open up the
planning process and planners are building new
partnerships in addressing them. In developing this
contract, NARC and FRA recognized that, historically,
the freight railroads generally have had little involvement
in public sector transportation planning. But, with the
passage of ISTEA, the level of participation from the
freight community is increasing. The purpose of this
document is to examine how the railroad industry is
becoming more active in metropolitan planning and to
provide practical examples for MPOs to follow in
developing or revising strategies to bring the railroads
to the table in establishing freight planning processes to
improve decision making.
2-10. The Changing Context for Programming.
Neumann, L. A.; F. D. Harrison, and K. Sinha.
Transportation Planning, Programming, and Finance:
Proceedings of a Conference, Jul 19 1992, Seattle,
Washington. Proceedings Published in Transportation
Research Circular 406; Apr 1993: Pp 50-63.
This conference resource paper reviews the objectives
and methods of transportation programming, and
identifies directions which programming practice needs
to move towards in order to function effectively in the
present environment. The section entitled "Legislation"
summarizes some of the recent legislative initiatives
which affect the context for programming. The primary
legislation discussed are the Intermodal Surface
Transportation Efficiency Act of 1991 (ISTEA) and the
Clean Air Act Amendments of 1990 (CAM). This is
followed by the following sections: Transportation
Programming in the '90s: Key Challenges; Overview of
Programming Process and Methods; Developing a
More Effective Programming Process; and
Conclusions.
2-11. Changing Transportation Policy in City of
Portland.
Loudon, William R. (JHK & Associates); Eisa Coleman;
Steven Iwata (City of Portland), and Rick Gustafson
(Shiels & Obletz). Presented to the Annual Meeting of
the Transportation Research Board, Jan 1995.
Oregon.
2-12. Chicago and the Tootsie Roll Factory: An
Intermodal Success Story.
Chen, Don and David Chandler. Surface
Transportation Policy Project Progress. Apr 1995,
Volume V, Plumber 3, Pp 6.
"Chicago's economic heritage owes much to its role as
a transportation hub. As historian William Cronon
contends, during the latter half of the 19th century,
'"Chicago) was where the West began.' It served as
the interface where frontier resources could be drawn
in, then channeled to the nation's great Eastern cities.
Even today, where trains and barges compete ninth
trucks and planes, Chicago's importance to the
American freight industry is astounding. According to
the General Accounting Office, '...nearly half of all
Intermodal freight shipments (in the US) either
onginate, terminate, or connect in Chicago."' Quoted
from the first paragraph.
2-13. Combining CapHal Investments and
Systems Management in San Juan's Multimodal
Regional Transportation Plan.
Joyner, H. R. Compendium of Technical Papers,
Institute of Transportation Engineers 63rd Annual
Meeting, Sep 19 1993, The Hague, Netherlands. Pp
430-433.
The San Juan (Puerto Rico) Region is in the midst of a
major expansion and upgrading of its transportation
infrastructure. These transportation improvements are
being driven by several key factors: (1 ) extreme need
resulting from severe congestion, (2) increasing
pressure from the public and the business community
for action, and (3) the restructuring of the Puerto Rico
Highway and Transportation Authority in 1991 to
include all modes of public transportation. A three-year
planning process completed earlier this year produced
the first comprehensive update of the region's
transportation plan since the late 1 960s. The
objectives of this paper are to discuss some of the key
needs and issues that have shaped the transportation
plan and to describe its efforts to balance new capital
investments and improved system management.
2-14. Comparative Analysis of Land Use and
Transportation Scenarios: An Application to the
Tel-Aviv Metropolitan Area.
Bocher, Betzalel; Vovsha P., and Bekhor S. (Israel
Institute of Transportation Planning & Research,
Tel-Aviv, Israel). Presented to Transportation Planning
41
OCR for page 42
Project Bibliography - NCHRP 8-32 (1)
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
The Metropolis of Tel-Aviv is a contiguous urbanized
region with a total area of 1,475 sq. km and a current
population of 2.4 million inhabitants. The last 10 years
of metropolitan development were marked by
significant changes in spatial structure, amongst them:
an extension of metropolitan borders, a gradual shift of
the active part of population to the median ring, the
emergence of new industrial centres in the periphery,
and dispersion of trip destinations. The Master Plan of
this area is currently undergoing a complete revision,
part of which was the definition of four basic land use
patterns in conjunction with nNo transportation
development strategies, leading to eight possible
scenarios for metropolitan deveopment. The paper
deals with the comparative analysis of these scenarios,
focusing on their transport impact.
2-15. Comparative Assessment of Travel
Characteristics for NeotradRional Designs.
McNally, M. G. and S. Ryan. Transportation Research
Record 1400. 1993, Pp 67-77.
The claim that transportation benefits can be derived
from neotraditional neighborhood design is explored.
Conventional transportation planning models are used
as tools to evaluate the performance differences of two
hypothetical street networks designed to replicate a
neotraditional and a conventional suburban community.
Relative transportation benefits are measured in terms
of vehicle kilometers traveled, average trip lengths, and
congestion on links and at intersections. This
comparison provides an assessment of how well the
too networks in question deal with trips generated by
the activities that they serve. All aspects of the modeled
communities are held constant except for the actual
configuration of the networks. The results of this
evaluation indicate that equivalent levels of activity
(defined by the land uses within the community) can
produce greater congestion with conventional network
structures and that corresponding average trip lengths
are generally longer. The ultimate goal is to determine
if one network type, because of the nature of its design,
can result in a more efficient transportation system.
The results indicate that neotraditional designs can
improve system performance.
2-16. Comparing Multimodal Alternatives in Major
Travel Corridors.
DeCorla-Souza, Patrick and Ronald Jensen-fisher.
Transportation Research Record 1429: Multimodal
Pnonty Setting and Application of Geographic
Information Systems. 1994, Pp 15-23.
In the past, metropolitan planning organizations usually
compared transportation projects using measures of
effectiveness that are uniquely applicable to a specific
mode. But if highway and transit projects are to be
compared, as will be necessary under the Intermodal
Surface Transportation Efficiency Act of 1991,
common measures of effectiveness applicable across
modes must be used. Another problem that will arise in
such a comparison involves accounting for costs. For
valid comparisons across modes, the full costs Of each
alternative must be taken into account. Public costs
incurred by nontransportation public agencies, fixed
private costs, and external social and environmental
costs cannot be ignored. A new approach for
cost-effectiveness evaluation of multimodal
transportation alternatives in urban areas is presented.
The approach is applicable at the level of system
planning as well as corridor or subarea planning. The
advantages of the new approach are that it allows (a)
cross- modal comparison, (b) comparison of
investment as well as policy alternatives, and (c)
comparison of alternative scenarios or policies that
could affect rates of future aggregate regional growth,
with respect to their cost impacts. The approach is
demonstrated through application of a simplified
analysis technique using a microcomputer spreadsheet
and travel demand model output data from a
multimodal transportation corridor study. It is
suggested that the approach can be a useful tool for
comparing multimodal investment and policy
alternatives.
2-17. Conflict Between Regional Planning and
Local Decision Making.
Kiehl, Steven B. (TRA*BV Airport Consulting).
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
2-18. Constructing a Regional Database to Study
Land Use - Transportation Interaction.
Frank, Lawrence D. (Washington State Department of
Transportation). Presented to Transportation Planning
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
This paper presents the methods used in a recent
study to develop a database designed to test the
relationships between land use and travel patterns.
Data requirements for this research were satisfied using
existing data. Endings from this research have been
directly applicable to growth management planning and
project review under the State Environmental Policy Act
(SEPA). The intent here is to present the methods
used to construct, analyze, and apply findings resulting
from this study. Database Construction -- The
database used in this study were designed to do three
things: (1) to to test hypotheses explaining the
relationship between urban form and travel behavior
while controlling for intervening variables that also affect
travel behavior; (2) to test urban form relationships with
travel behavior at both trip ends collectively as opposed
to one trip end independently; and (3) to test urban
42
OCR for page 43
Section 2 - MPO Planning and Programming
form and travel behavior relationships for work trips and
shopping trips independently. The Puget Sound
Transportation Panel (PSTP) provided data on travel
behavior and control variables. Findings from this
research have been directly applicable to the
assessment of major project impacts as part of the
SEPA review process and in the review of growth
management plans. As indicated by the findings from
this and other similar studies: land use affects travel
behavior. Given the relationships identified in this study
it has been possible to critique land use proposals in
terms of thte projected impacts that would be born on
the regional transportation system. This is the critical
linkage that needs to be made under growth
management; how local land use decisions impact both
local and regional travel demand. Based on this
research it has been possible to substantiate debates
that certain levels of densities are required to foster
transit and pedestrian travel. The findings have been
used in the SEPA process to critique the affects of
jobs-housing balance as part of a major
redevelopment proposal in Seattle. This, n part,
resulted in the additional analysis of an alternative
which could generate less regional travel.
Washington.
2-19. Delaware Valley Goods Movement Task
Force (Partnership Case Study).
Kane, Paige. (Pennsylvania Department of
Transportation, Harrisburg, PA). Submitted to
Intermodal Planning Conference, Dec 7 1994, New
Orleans, Louisiana.
The process of fostering private freight industry
involvement in MPO planning is designed to provide a
voice for private freight interests in the public planning
process. The DVGMTF was established in December
1993 with the mission to identify impediments to the
movement of goods by all modes in the Delaware
Valley. The membership Is approximately 75 strong
representing rail, trucking, port, air, government,
commerce and shippers interests.
Pennsylvania.
2-20. Developing a Method of Multimodal Priority
Setting for Transportation Projects in the San
Francisco Bay Area in Response to Opportunities
in ESTER
Younger, Kristina E. and David G. Murray.
Transportation Research Record 1429: Multimodal
tenons Setting and Application of Geographic
Information Systems. May 1994, Pp 1-6.
After background as to the context provided by the
Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA), the San Francisco Bay Area's
leadership role, and the existing institutional structure
for transportation decision making in the Bay Area is
given, the process led by the Metropolitan
Transportation Commission to change this institutional
structure is documented. A multimodal method of
project selection for the Surface Transportation
Program and Congestion Mitigation and Air Quality
Improvement Program was established in spring 1992
that brought all of the relevant players to the table,
strengthened existing plans and programs, and
established a new way of doing business on the basis
of partnerships and cooperation. The program of
projects that resulted from the application of the
developed criteria is balanced and multimodal, and it
enjoys widespread support in the region. Future
programming cycles will improve on the established
process and criteria. Many key aspects of the Bay Area
experience are of direct relevance to other metropolitan
areas that are struggling to respond to the opportunity
of flexibility offered by ISTEA.
Californa.
2-21. The Development of a Simplified Interactive
Modeling Process for Subarea Land Rise
Allocation.
Callison, Mac and Huiliang Liu. (City of Aurora, Aurora,
CO). Presented to Transportation Planning Methods
Applications Conference, Apr 171995, Seattle,
Washington.
Small area transportation improvements are determined
by the timing, phasing and intensity of the adjacent land
use developments. Future land use development is
also highly dependent on the area's accessibility offered
by the transportation system. The issue of how to
reflect the dynamic linkage between land use
development and transportation improvement has
raised a substantial amount of interest among
transportation professionals. In addition, local
government policy of "Development pays it's own way"
as well as the new requirements of ISTEA and the
Clean Air Act have also reenforced the necessity of
establishing the dynamic linkage between land use and
transportation in the long range transportation planning
process. Currently, the City of Aurora, is conducting a
system-wide transportation study for its southeast area,
an area encompassing approximately 50 square miles.
Allocating the projected population and employment
growth into transportation analysis zones within the
study area and identifying the future transportation
needs and improvements are the critical components of
this endeavor. This paper will present a simplified
interactive modelling procedure to incorporate
transportation accessibility into the sub-area land use
allocation process. Specifically, the future year
population and employment growth will be allocated to
each TAZ within the study area based on a weighted
transportation accessibility index, which reflects the
congested travel conditions as well as the type, intensity
and direction of the future year trip interchanges
between the study area and the rest of the metropolitan
43
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Project Bibliography- NCHRP 8-32
area. In addition, the following factors will also be
included in the land use allocation model: (1)
Availability of other infrastructures, i.e. sewer, water,
etc. (2) Maximum land capacity defined by natural
environmental constraints and city land use polices and
regulations. (3) Site amenities, i.e. view corridor,
proximity to recreation facilities, trails and open space,
...etc. (4) ARC/lnfo GIS and MIUTP travel demand
software package will be employed to perform various
data manipulation, analysis and display functions.
Colorado.
2-22. Development of a Truck Trip Table for
Westchester County.
Papayannoulis, V.; A. Huddy (Urbitran Associates), and
G. List (Rensselaer Polytechnic Institute). Presented to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
The Westchester Department of Transportation
(WC DOT) sponsored a study of truck traffic in the
County to begin the process of building a database of
goods movement information that could be used by
County officials to identify the patterns of travel and
access that have evolved in the County, and use this
information to plan future developments in an informed
manner. The movement of goodsthrough
WestchesterCounty hassignificantly increased over the
last twentyyears. Movement of goods in, out and
through the New York Metropolitan area currently
approximates 726 million tons of freight. The primary
method of shipment, about ninety percent, is by truck.
Westchester County forecasts continued growth in the
volume of goods moving within and through the
County. An increase in trucking activity could be
encouraged by the completion of the Interstate-287 link
in New Jersey and the planned reconstruction of other
major truck routes in the region. Truck traffic resulting
from these projects may direct and increase traffic flow
across the Tappan Zee Bridge and the Cross
Westchester Expressway Corridor. Facility and service
expansion at Stewart Airport, located to the north of the
County, and the availability of intermodal facilities will
Continue to attract commerce throughout the County.
During the course of the project it was decided that a
demonstration of the feasibility of generating a trip
matrix and estimating flow diagrams with the available
sources of data would be most useful in understanding
the flows of commercial vehicles in the county. To
accomplish this, Urbitran Associates has assembled
available data on truck flows in this area, created model
constraints from the data, and then estimated truck
origin destination (OD) matrices, by vehicle class. By
focusing on critical areas that appear to be generating
inconsistencies in the model, the data are improved by
an iterative process. The resulting trip matrices are the
basis for inferences regarding the nature of truck flows
in the area, and identificaion of gaps in the available
data - additional pieces of information which would be
most helpful in building more precise estimates of truck
flows. They also provide an important set of inputs for
analyses of how such flows might change under
specific changes in the network (such as the opening
of 1-287), although that sort of diversion study is not
included here. This paper provides a description of the
process of synthezing the trip table based on a
methodology developed by Rensselaer Polytechnic
Institute and Cornell University.
New York.
2-23. Diffusion of Transportation Planning
Applications In MPO's: Results of a National
Survey.
Lane, J. S. and D. T. Hartgen. Proceedings of the Third
National Conference, Transportation Planning Methods
Applications, Apr 22 1991, Dallas, Texas.
The goal of this research was to learn more about the
nature of computer technology, its use, and its growth
inside metropolitan planning organizations (MPO) in the
United States. The device used to implement this study
was a survey that was sent to all 3321 U.S. MPOs
concerning transportation planning and computer
technology. The mail-out survey was three pages bng,
and questioned the respondent on such topics as:
characteristics of the MPO (size, service area);
functions of the MPO; characteristics of computer
systems and their users; plans for future systems;
characteristics of the manager of the MPO (years with
the agency and computer expertice). This paper
documents the results of an analysis of data gleaned
from the survey. No statistical methods more complex
than standard deviations are used, but the results do
show some interesting contrasts between MPOs, their
staff, and their current (and future) state of computer
involvement.
2-24. Diverting Automobile Users to Transit: Early
Lessons from CTA's Orange Line.
Labelle, Sarah and Darwin Stuart. (Chicago Transit
Authority). Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
Illinois.
2-25. East Metro Waterfront Corridor
Transportation Study.
Gordon, A. R. (Metropolitan Planning Department,
Toronto, Ontario, Canada). Presented to
Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
As part of the final stages of preparing of a new Official
Plan for Metropolitan Toronto, the East Metro
Waterfront Corndor Transportation Study was initiated
in January 1993. The study was undertaken to
examine short, medium and long-term travel demands
and opportunities and to develop a comprehensive
44
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Section 2 - MPO Planning and Programming
long-range transportation plan. In addition to
inter-regional and local travel demands the study also
addressed the need for improved access to waterfront
parks and open spaces. The study approach
represented a departure from that used in traditional
corridor transportation studies. The approach differed
in two significant ways. Firstly, not only did the study
address all relevant modes of transportation including
circling and walking, but it also considered various
policy initiatives to modify travel demand and behavior.
Accommodating travel projections for each mode by
providing additional transportation capacity was not
considered essential to successfully complete the
study. Secondly, a truly multi-disciplinary approach was
employed. The interdependency of land use and
development with transportation was recognized arm
the outset and fully addressed. Furthermore, the terms
of reference stipulated that the extent and nature of
future growth would be considered and that one of the
study products would be a set of urban design
guidelines to provide the framework for new and
redevelopment of the corridor. Planning, urban design
and landscape architecture were thus key disciplines
which were integrated with transportation planning and
engineering. The urban design guidelines were
documented in one of the study's three technical
background reports. The new approach led to three
major study products: (1 ) a long term land
use/transportation vision for the corridor, consistent
with the objectives and policies of the Metropolitan and
local municipal Official Plans; (2) a realistic
implementation strategy and an action plan for the
immediate future which recognizes current financial
constraints at all levels f government; and (3) urban
design guidelines to provide the framework for new and
re-development in the corridor. In summary, this study
has integrated extensive technical analysis with evolving
land use and transportation policy direction (at both the
Metropolitan and local levels) and public input to form
the basis for a long term 'vision" for the corridor and a
short term action plan for implementation. This new
approach will be used as a model for future corridor
transportation studies in Metropolitan Toronto.
2-26. Evaluating and Ranking Transportation
Projects for Flexible Funding: The Transit
Perspective.
Bnzell, Trip. (Dallas Area Rapid Transit Authority).
Integrating Transportation Management Systems into
Transportation Planning and Operations National
Conference Proceedings, Nov 7 1993, Vanderbilt
University, Nashville, Tennessee.
The Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) made significant changes to the roles
and responsibilities of the Metropolitan Planning
Organization (MPO). Immediately after passage, the
North Central Texas Council of Governments
(NCTCOG), the MPO for the Dallas/Ft. Worth area,
began working with the transportation community and
elected officials to implement the provisions of IST EA.
One of the first activities was to formulate a
methodology for prioritizing projects to be included in
the Regional Transportation Improvement Program.
NCTCOG took the 15 ISTEA factors that must be
taken into consideration when planning and
programing transportation improvements and added six
regionally important factors. The technical and policy
committees were then polled to determine the most
important factors. After several iterations, four factors
emerged that would be utilized to "scorer each
highway, transit, HOV, bicycle or TOM project
submitted for inclusion in the TIP. The Dallas Area
Rapid Transit Authority (DART) worked closely with the
NCTCOC; and the technical committees to insure that
transit projects were equally treated during this
development and implementation process. The
experiences of an impacted transit authority competing
for these 'flexible funds" will be highlighted ninth some
"lessons learned" presented.
Texas.
2-27. Evaluation of Land UselTransportation
Scenarios for Aurora City Center, Aurora,
Colorado.
Catlison, Mac and Huiliang Liu. (City of Aurora, Aurora,
CO). Submitted to Transportation Planning Methods
Applications Conference, Apr 17 199S, Seattle,
Washington.
Colorado.
2-28. Fighting Traffic Congestion, a Panel
Discussion, Marsha Dale Anderson, Street Smarts,
Presiding.
Edner, Sheldon (Federal Highway Administration);
John P. Poorman (Capital District Transportation
Committee); Jim Teague (United Parcel Service), and
Rebecca ~ Meyer (ATA Foundation, Inc.). Second
Annual National Freight Planning Conference Report,
Matthew Coogan, Editor; Dec 8 1993, Fort Lauderdale,
Florida. Published February 1994.
2-29. Four Years of Implementing VISION 2020:
Transportation & Growth Strategies Plan for the
Puget Sound Region.
Byrne, Grace E. (Berryman & Henigar, Seattle, WA).
Presented to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
In November, 1990, the Puget Sound Council of
Governments (now the Puget Sound Regional Council)
unanimously adopted VISION 2020: A Regional
Transportation and Growth Strategy for the Puget
Sound region. This major, four year effort was the first
time since the 1970's that the region had linked land
45
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Project Bibliography - NCHRP 8-32 (1 )
use policy with transportation policy at the regional
level. The action preceded both ISTEA and the
Washington State Growth Management Act. A key
element in the implementation of VISION 2020 is the
need for State Department of Transportation and
regional/county transit agency plans to be developed to
implement VISION 2020's transportation policies. A
second key element in the implementation of VISION
2020 is the need for county and city comprehensive
plans under the Washington Growth Management Act
to be developed to implement VISION 2020's growth
strategy polices. A third key element in the
implementation of VISION 2020 is the need for the
Puget Sound Regional Council's own plans and ISTEA
funding priorities to be developed to implement VISION
2020. All of these actions have occurred! This
presentation will explore the actions that have been
taken. Key actions include the revision of the Regional
Transit Authorities plan for rail transit to incorporate the
regional growth strategies vision; adoption of
countywide policies under the growth management act
that further defined the linkage between transportation
investments and land use densities; city comprehensive
plans that include locations for multimodal terminals
and design standards for new development to
encourage transit ridership on major transit lines; and
total revisions to funding priorities at both the state and
regional level related to both ISTEA funds and state
funds to reflect VISION 2020 priorities.
Washington.
2-30. Freight and Goods Mobility in/through the
Central Puget Sound Region.
Beaulieu, Peter D. (Puget Sound Regional Council,
Seattle, WA) and Dan O'Neal (Greenbner Development
Corp., Seattle, WA). Submitted to Intermodal Planning
Conference, Dec 7 1994, New Orleans, Louisiana.
The project will develop a freight and goods data base,
identify options for action, and select for inclusion in the
Metropolitan Transportation Plan Update (MTP), a
Freight and Goods Mobility action plan. The MTP is a
multimodal plan, conducted in coooperation with the
state Department of Transportation (and in consultation
with local transit agencies), consistent with the new
requirements of the Intermodal Surface Transportation
Efficiency Act (ISTEA).
Washington.
2-31. Freight Planning for Jobs and Economic
Growth.
Habig, William C. (Mid~hio Regional Planning
Commission, Columbus, OH). Second Annual
ATA/NARC/AASHTO Freight Planning Conference,
Dec 8 1993, Fort Lauderdale, FL.
Ohio.
2-32. Freight Planning for Jobs and Economic
Growth, a Panel Discussion, John R. Platt, Ohio
Department of Transportation, Presiding.
Habig, Wlliam C. (Mid~hio Regional Planning
Commission); Thomas N. Harvey (Harvey Consultants,
Inc.), and Lance Grenzeback (Cambridge Systematics,
Inc.~. Second Annual National Freight Planning
Conference Report, Matthew Coogan, Editor; Dec 8
1993, Fort Lauderdale, Florida. Published February
1994.
2-33. Freight Transportation Planning.
Harvey, Thomas N. Second Annual
ATA/NARC/AASHTO Freight Planning Conference,
Dec 8 1993, Fort Lauderdale, FL.
2-34. Freight Trends In the Central Puget Sound
Region. A Multimodal Freight Overview Presented
to the Regional Freight Mobility Roundtable.
Beaulieu, Peter D. (Puget Sound Regional Council,
Seattle, WA). May 12 1995.
"International trade is one of four strategic growth
sectors identified for the Puget Sound region in studies
recently prepared by a public/private partnership
thinking about our future. As a key element of
international trade, regional freight mobility entails
commodity movements both within and through the
central Puget Sound region. These movements
support the regional and national economies,including
the three other identified strategic regional growth
sectors: aerospace, manufacturing, and
high-technology. In addition, multimodal and
interinodal transportation offers broader benefits in
terms of the envirom-nental, improved safety, quality of
life and economic solidarity with other regions within the
nation and overseas. Serving current and future
commodities flows, the multimodal and intermodal
freight mobility system includes elements: (1) marine,
(2) rail, (3) roadway, and (4) aviation. Trend highlights
for these modes are each briefly summarized in the
following sections of this paper. Customer-based
freight mobility performance measures and indicators
are identified in the attachment. (Refinement and
rigorous use of these measures is essential if we are to
correctly identify specific actions to improve freight
mobility for shippers and carriers located in the region,
and in this way to effectively support the overall
economy.)" Quoted from the Introduction.
Washington.
2-35. From Builders to Managers.
Dahms, Lawrence D. (Metropolitan Transportation
Commission, Oakland, CA). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71993, Vanderbilt University, Nashville, Tennessee.
2-36. Geographic Information Systems
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Representative terms from entire chapter:
metropolitan planning
Section 2- MPO Planning and Programming
Applications to Transportation Corridor Planning.
Hartgen, David T. and Yuanjun Li. Transportation
Research Record 1429: Muldmodal Prior Seffing
and Application of Geographic Information Systems.
May 1994, Pp 57-66.
Geographic information system (GIS) applications to
large transportation corridor planning are reviewed in
two cases: a large multicity urban region considering a
major regional ring road, and a 120-mi, 10
Project Bibliography - NCHRP 8-32 (1 )
been made in projects from previous plans, how
contested these projects are among policy makrs, and
the degree to which objectives other than traffic
congestion are being addressed (such as safety or
economic development).
Iowa.
2-43. The Inland Port Infrastructure Improvement
Study.
Ismail, Mohamed.
The study Oil evaluate the availability of existing and
proposed freight transportation infrastructure in central
Ohio to support the Inland Port Program, and vail
recommend improvements and polices to promote
efficiency in the movement of goods through the
facilities participating in the Inland Port Program.
Ohio.
2-44. Integrating Airport Ground Access into
Metropolitan Transportation Planning.
Flick, Ken. (Metropolitan Washington Council of
Governments). Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
2-45. Integrating Transportation and Development
in the National Capital Region.
The Washi ngton Regional Network for Livable
Communities. May 1993.
2-46. The Interaction of Land Use Planning &
Transportation Management: Lessons from the US
Experience.
Freilich, R. (Missouri University). Devising a Transport
Strategy: The South East Region in a National
Context, Mar 7 1994, United Kingdom. Surrey County
Council, U. K.
This paper discusses various aspects of the USA's
experience of traffic congestion planning, transport
management, and land use planning. America's
conurbations have grown too rapidly to allow federal,
state and local government to apply traditional
techniques of taxation, eminent domain and regulation
to provide adequate public transport facilities. In many
rapidly growing areas, people perceive traffic
congestion as the greatest problem. There are several
well-known connections between congestion and
economic grows. The US Federal Government has
addressed transport issues through the 1990
amendments to the Clean Air Act and the 1992
Intermodal Surface Transportation Efficiency Act. In
the USA, it is no longer viable to solve traffic congestion
problems by constructing new roads. Many alternative
measures are being used to alter travel behaviour and
traffic patterns, to change the ways in which roads are
used. Capacity can be added to roads through
construction, engineering and traffic flow measures, but
various financial and regulatory controls are also
needed. The paper describes emerging approaches to
comprehensive planning for traffic congestion in the US
states of California, Florida, Maine, New Jersey,
Oregon, Vermont and Washington.
2-47. Intermodal FreIght Concerns Into the
Metropolitan Planning Process at a Medium-Sized
MPO.
Poorman, John P and Kristina Younger. (Capital
District Transportation Committee. Albany, NY).
Submitted to Intermodal Planning Conference, Dec 7
1994, New Orleans, Louisiana.
CDTC, as the metropolitan planning organization for
the Albany, NY area, has adodpted a very pragmatic
approach to incorporating goods movement issues into
the metropolitan planning process. This is necessitated
by our size (staff is 12 people, metropolitan area is
775,000) and our agenda of ISTEA-related activities.
Goods movement is one area where it's very easy to go
overboard on data colleciton, and without focus, it can
be data collection of questionable value. One
overwhelming characteristic of freight movement for
planners is its rapidly and constantly changing nature,
and that the private sector leads. Therefore, the CDTC
approach has been to asssemble a representative
group from the freight community, get them to talk to
each other, provide them with enough background
material on ISTEA and the metropolitan planning
process to get discussions going and keep it focused,
and let them prioritize the issues and areas of data
collection. This has been very productive and has
meant that the CDTC has not encountered problems of
"proprietary" information that others have. It has turned
out that there are a handful of areas where there are
current and projected limitations to goods movement
caused by the transportation infrastructure in the
Capital District, which is after all, what WE as an MPO
can influence. Addressing deficiencies at railroad
grade crossings, structural clearances, and bridge load
limits will be our major, although not exclusive, focus in
this arena. Goods movement is treated as an
integrated and integral part of the overall planning
process, not as an isolated area of concern.
New York.
2-48. Intermodal Planning Utilizing Travel Demand
Forecasting Methods: New Jersey Hudson River
Waterfront Study.
Siaurusaitis, V. J. 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, Flonda.
The Intermodal Surface Transportation Efficiency Act
(ISTEA) has introduced new legislation that focuses on
increasing the efficiency of the existing transportation
infrastructure and facilities. No longer can the increase
in efficiency depend solely upon the expansion of the
48
Section 2 - MPO Plann
.
and Programm
system but a shift towards understanding intermodal
activity is necessary to improve the system. There is a
great deal of discussion on the definitions of intermodal
and multimodal modeling. Intermodal has been defined
as the Transfer points of goods or people from one
point to the next. Multimodal is defined as the options
in modes that are available to the user to move goods
or people from one point to the next. It is obvious that
both definitions, while describing a different portion of
the overall tnp, are very much related in the completion
of a goods or person trip. This paper focuses on the
movement of person trips as they relate to the
development of travel demand models. Travel demand
models have been used for many years to synthesize
and predict person trips and their movements. The
four step planning process of trip generation, trip
distribution, modal split, and assignment has allowed
transportation planners to make estimates as to the
volume and distribution of person trips as they move
across simulated highway and transit networks. The
intermodal aspects of transportation modeling allow for
the development of the networks to allow for
considerable detail in the review and analysis of the
transfer characteristics between modes. A project is
currently underway for the Hudson County Waterfront,
Hudson County, New Jersey by New Jersey Transit
(NJT). This Alternatives Analysis/Draft Environmental
Impact Statement for Hudson County contains a variety
of transit options for person movements in the Northern
New Jersey-New York metropolitan area, and is an
excellent example for the understanding of intermodal
activity. The size and intermodal complexity of the
study provided for the development of a detailed
intermodal reprting system which could later be used to
better address the needs of the intermodal passenger.
The study was conducted using the COMSIS MINUTP
travel demand forecasting software which permitted the
detailed development and coding of transit and
highway options for the study. This paper explains in
detail the steps required to develop the network and
modeling detail to better understand intermodal activity.
New Jersey.
2-49. Intermodal Transportation Planning for
Central Ohio: A Case Study.
Constantine, Elena. (Mid-Ohio Regional Planning
Commission). Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
Ohio.
2-50. JFK International Airport Air/Truck Goods
Movement Facilitation.
Muscatello, Daniel B. (Port Authority of New York &
New Jersey, New York, Not. Submitted to Intermodal
Planning Conference, Dec 7 1994, New Orleans,
Louisiana.
New York.
2-51. Land Use, Air Quality, and Transportation
Integrated Modeling Environment (LATIME).
Hanley, Charles J. (Sandia National Laboratories,
Albuquerque, IBM); Norman Marshall (Resource
Systems Group, Inc., White River Junction, Vr), and
Martin Lewis (Barton-Aschman Associates, Inc.
Albuquerque, NM). Presented to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Sandia National Laboratories, in cooperation with
Ba rton -Asch m an Assad ates, I no.; Resou roe Syste ms
Group, Inc.; and the Middle Rio Grande Council of
Governments, has developed an integrated approach
to computer modeling and simulation of land use
allocation, travel demand, and mobile source emissions
for the Albuquerque, New Mexico, area. The product,
LATIME, uses menus in the ARC/INFO geographic
information system to run a land use allocation model,
the EMME/2 travel demand modeling package, and the
hlobile5a mobile emissions model. The interchanges
between these environments and the integration of
results produced by this process is seamless to the
user. Data produced by each of these steps is stored
in ARC/INFO and can be reviewed in a system-wide,
regional, or disaggregate context. Scenarios are
launched from ARC/INFO utilizing base-year
socioeconomic data, road networks, and vehicle fleet
information. At each iteration, trip generation,
distribution, and assignment are automatically
performed at the Traffic Analysis Zone level.
Socioeconomic projections are updated at the regional
level by the land use allocation model, which utilizes
generalized land use information, population and
employment control totals, density profiles, and
aggregated inter-zonal travel times. All data transfer,
aggregation, disaggregation, and simulation control is
conducted automatically within ARCIINFO. When a
simulation is completed, the user can then review the
data associated with the base year and all future year
alternatives. A menu-driven query system in ARC/INFO
allows the user to review all linkbased attributes
including volumes, speeds, and generated emissions.
In addition, the user can review regional and area-wide
attributes, such as vehicle miles traveled, emissions,
socioeconomic characteristics and anal trip interchange
summaries. Regional attributes can also be compared
across time or between alternative land use scenarios.
This environment provides predictive capability and
geographical (and graphical) vsualization of the causal
relationships between policy choices and real-world
variables related to land use, transportation, and air
quality parameters. The user can establish policy
based on predicted and analyzed trends, rather than on
one-step future projections. Seamless data transfer
between components reduces the potential for data
entry and other types of error. The modular
architecture allows adaptability and expansion to a
49
Project Bibliography - NCHRP 8-32 (1 )
incorporating multimodal considerations into planning
and programming (institutional structure, goals and
objectives decision malting process, public versus
private funding); 2) the analytical procedures that have
been used in these processes (idetification of the
problem, consideration of alternatives, methodology,
transferability, foreign experience); 3) the criteria that
have formed the basis for evaluation and programming
(companson of modes, benefit-cost analysis,
cost-~ffectweness, least cost, incremental cost, level of
servico); and 4) the inclusion of other facts which will
affect transportation demand and modal requirements
such asurban form, population densities and
employment densities.
2-77. Multimodal Financial Planning From A
Regional Perspective: A Guide For Decision
Making.
Scott, C. H. Transportation Research Record 1305.
1991, Pp 4249.
The San Diego Association of Governments
(SANDAG) is a regional planning agency responsible
for preparing the long-range Regional Transportation
Plan (RTP) and related financial plans for the San
Diago region. As in many other rapidly growing areas,
transportation revenues from traditional sources have
not matched the growing need for new and expanded
transportation fatalities and services to keep pace with
growing travel demands. SAN DAG has used the
long-range planning process to develop the RTP as the
mechanism for identifying funding shortfalls and
recommending actions to obtain the revenues needed
to implement the projects and programs recommended
in the plan. An outgrowth of this process was
SANDAG's successful establishment of a 1/2%
transportation sales tax program. SAN DAG is
continuing to address remaining funding shortfalls by
analyzing the potential implementation of a regional
development impact fee program to fund major
regional transportation capital projects.
California.
2-78. Multimodal Project Evaluation: A Common
Framework, Different Methods.
Younger, Kristina E. Transportation Research Record
1429: Multimodal Pnonly Setting and Application of
Geographic Information Systems. May 1994, Pp
24-29.
The Intermodal Surface Transportation Efficiency Act of
1 991 (ISTEA) provides unprecedented flexibility to
metropolitan planning organizations (MPOs) in
programming federal transportation funds for
multimodal projects. With this flexibility comes the
responsibility to analyze and select projects fairly within
a practical process. The way in which the Capital
District Transportation Committee (CDTC) in Albany,
New York, approaches the programming process is
examined and compared With the methodology used by
the Metropolitan Transportation Commission (MTC) in
the San Francisco Bay Area. The two approaches
outline both screened projects for minimum
requirements and then evaluate project merits.
CDTC's methodology puts heavy emphasis of
benefR/cost analysis but weighs qualitative factors
before programming. MTC's approach negotiates
merit criteria and relative weights of those cntena before
evaluating individual projects. The strengths,
weaknesses, similarities, and differences in project
selection methodology are discussed. A common
framework for multimodal project selection is offered as
a starting point for other MPOs struggling to respond to
the opportunities presented by ISTEA.
New York California.
2-79. New Long-Range Plan Underway.
Kirby, R. F. RQ9IOn. DeC 1993, 34~2), Pp 3-7.
In 1994, the Transportation Planning Board (TPB) will
undertake the first comprehensive update of the
region's long-range transportation plan (LRP) in many
years. Guided by new regulations set by the Intermodal
Surface Transportation Efficiency Act of 1991 (ISTEA)
and the Clean Air Act Amendments of 1990 (CAAA),
this update will link the region's transportation plan to
local land-use and development plans, to regional air
quality plans, and to policies for financing transportation
system improvements. New procedures for public
participation in the planning process will also provide
greatly expanded opportunities for interested citizens
and organizations to contribute to the plan's formation.
2-80. Partners Join Forces to "JUMP Start" San
Francisco Bay Area Traffic.
Dahms, Lawrence D. ITE Journal. Dec 1992, Pp 22.
California.
2-81. A Plan for the Region's Future
Transportation Redefined.
East-West Gateway Coordinating Council. (St. Louis,
MO). May 1995, Report No. EWG-TLR-1995-05.
This is the long-range transportation plan for the St.
Louis (Missouri-lilinois) region. The plan establishes
the framework for transportation dedsion-making in the
region. It describes seven emphasis areas for regional
improvement, and identifies performance measures for
each of these areas. It spells out the process through
which transportation projects will be selected for
inclusion on the short-range transportation
improvement program (TIP) in the future. The plan
also lists the transportation projects to be implemented
and major transportation investment corridors to be
evaluated in the time period 1994-2015, including, by
reference, the 1995 Transportation Improvement
Program. This document also includes the air quality
conformity finding for the plan and an analysis of
56
Section 2 - MPO Plann
.
_ and Programming
financial capacity.
Missouri Illinois.
2-82. Planning for Freight Movements in the Puget
Sound Region.
Transmode Consultants, Inc. Seattle, WA. Puget
Sound Regional Council, Jan 1995.
Planning for freight movements within urban regions
has been largely neglected in the past, or given short
shrift in the planning process where it has been
included. With the passage of the Intermodal Surface
Transportation Efficiency Act (ISTEA) in 1991 this has
begun to change, albeit somewhat more slowly than
one would have liked. The factors that have brought
this about are many, but several deserve mention.
They are: (1) ISTEA mandates that intermodal
transportation be included in the planning process.
The degree to which freight had previously been
recognized as an appropriate topic for planning had
been highly variable from region to region and from
planner to planner, but a strong case for its intermodal
nature can be made and consequently, it is now
legitimately included in the transportation planning
purview. (2) Virtually all of the shipments that arrive by
air are delivered by trucl<. The same can be said for
maritime movements and many, if not most, rail
shipments. Even movements which move entirely by
truck are frequently consolidated or Reconsolidated
before and or after one leg of the movement. By this
definition virtually all of the freight movements within an
urban area are intermodal movements and fall under
the ISTEA requirements. (3) A robust economy here in
this country requires the efficient movement of goods.
U.S. manufacturers are purchasing more and more of
their inputs overseas to gain the advantages of low cost
labor and are selling more of their goods in foreign
export. The movement of these imports and exports to
and from the ports of entry is facilitated by better freight
transportation. (4) The importance of an efficiently
functioning freight sector to economic development has
begun to be widely recognized by the electorate and by
the politicians and planners who serve them. Clearly,
the timely and low cost movement of goods between
industries in the U.S. lowers the overall cost of
production and promotes domestic over foreign
purchase. (5) Ultimately, whether the goods ar
purchased domestically or overseas, they must be
delivered to retail stores for sale to the ultimate users.
This delivery process takes place almost entirely from
distribution centers located within major metropolitan
areas. Efficiency in the process is a crying need in
most large cities where trucks share the road with
commuters and congestion during rush hours is fierce.
Washington.
2-83. Predicting Pedestrian Volumes Based Upon
Land Use: A Methodology.
Otis, Stephanie C.; Randy B. Machemehl, and Hani S.
Mahmassani. (University of Texas, Austin, TX).
Presented to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
A methodology for estimating pedestrian volume based
upon land use was developed. Models composing the
method were derived using a significant quantity of field
data collected through video and observer techniques.
These models and data adress seldom-studied low to
moderate pedestrian volumes. The larger study in
which this work was done focused upon suburban
signalized intersections; therefore the methodology
deals specifically with such locations. A conceptual
framework for data collection and model development
was designed. This included defining pedestrian
volume units, hourly variations, and land use predictor
variables. Pedestrian trips were assumed to be
produced and attracted by surrounding land uses
which were classified and labeled using conventional
terminology. An easily implemented scheme for
classifying surrounding land use was derived. Twenty
land-use combinations composed of five quarter-mile
and four one-mile land-use designations were defined.
This procedure was applied to 200 signalized
intersections in Austin, TX from which 20 were selected
as data collection sites. Data collection included video
and observer activities. Observers collected information
on intersection as well as mid-block pedestrian
crossings and video included details of most
intersection crossings. Data were collected between 8
am and 1 pm or 12 pm and 6 pm. More than 100
hours of data with over 2000 pedestrian crossings were
obtained. Accuracy was enhanced by cross-examining
the simultaneously collected video and observer
information. Furthermore, an inter-scorer data reliability
procedure was used to ensure correct variable
definition interpretation. Several statistical techniques
were used to examine pedestrian volume distributions.
hrst, descriptive statistical analyses were performed to
determine basic characteristics. Second, correlation
analyses were performed on pedestrian volumes
versus land-use classification. Preliminary results
indicated high correlation between pedestrian rates and
land-use vriables. Third, regression analyses indicated
that the land-use variables are strong pedestrian
volume predictors. The predictive models were
significantly improved through minor land use variable
modifications. This analysis produced peak, non-peak,
and near zero pedestrian rates and associated
durations. With this information, 24-hour pedestrian
volume distributions for the different land uses were
determined.
Texas.
2-84. Preliminary Workshop Results.
Texas A&M University. Conference on Institutional
57
Project Bibliography - NCHRP 8-32 (1 )
Aspects of Metropolitan Transportation Planning.
(Where are we? Where do we want to be? How do
we get there?), May 21 1995, Williamsburg, Virginia.
2-85. Procedures MPOs Use to Consider the 15
Factors in Developing Plans and Programs under
ISTEA
Humphrey, Thomas F. (Massachusetts Institute of
Technology). Conference on Institutional Aspects of
Metropolitan Transportation, May 21 1995,
Wlliamsburg, Virginia.
In the fall of 1993, the National Cooperative Highway
Research Program (NCHRP) established a panel to
formulate and direct the preparation of a Synthesis of
the current state~f-the-art on the topic: "Procedures
MPOs Use to Consider the 15 Factors in Developing
Plans and Programs under ISTEA." The author was
asked to serve as a consultant to that panel. The
purpose of this paper is to summarize what was
learned as a result of that project, which was finished in
early 1995. The final publication of the Synthesis will
be available soon; it will be titled: "Consideration of the
15 lSTEA Factors in the Metropolitan Planning
Process." In preparing the Synthesis, our objective
was to provide a "snapshot-in-time" of the activities
underway in the summer and early fall of 1994 in a
small, unscientifically selected number of metropolitan
areas in the nation. At that time MPOs were still in the
process of meeeting the early and basic requirements
of ISTEA; related to that work was the need to also
meet the requirements of the 1990 Clean Air Act
Amendments. It was essential that the MPOs meet
those requirements in order to avoid the financial
penalties that could be imposed if they failed to do so.
Consequently, for the most part, they were focusing all
their energies on making the best use of previous
studies and analytical tools as well as existing
institutional and organizational arrangements. Another
objective of the project was to distribute the material to
MPOs throughout the nation to provide as much
"technology transfer" as possible to others who might
be struggling with the new federal requirements, even
though we recognized that the results represent a
work-in-progress.
2-86. Project Prioritization Guidelines for MPOs:
Guidance for Metropolitan Planning Organizations
in Prioritizing Candidate Transportation Projects.
Wisconsin Department of Transportation. (Madison,
Wl). May 1994.
Wisconsin.
2-87. Prospective Estimates for Road Impacts in
Eastern Washington From a Drawdown of the
Lower Snake River.
Lenzi, J. C. and Ken Casavant. (Washington State
University, Pullman, WA). Mar 1995.
Washington.
2-88. Prospectus for Transportation
Improvements, Metropolitan Planning
Organization for the Miami Urbanized Area.
Metro-Dade, Metropolitan Planning Organization,
(Miami, FL).Third Edition, Revised; Jan 1989.
This third edition of the Prospectus describes the
established framework for the execution of the duties of
the Metropolitan Planning Organization in the
development of programs for multimodal transportation
improvements in the Miami Urbanized Area. This
edition has been revised to reflect all regulatory and
administrative changes that have occurred since the
last edition was published in 1983. The Prospectus is
divided into four parts. Part 1.0 contains introductory
information on how the MPO relates to the metropolitan
government and briefly relates historical references
concerning the establishment of the MPO. Part 2.0
describes the MPO structure including its legal basis,
the management services contract with the County,
and the components of its organizational structure.
Part 3.0 provides a detailed description of the elements
of the transportation planning program and process
including the Transportation Plan, the Transportation
Improvement Program, and the Unified Planning Work
Program. Part 4.0 is a description of the program
management, monitoring, review and reporting
procedures established to ensure continuing
effectiveness of the overall urban transportation
planning program. Finally, several appendices provide
information on agreements and other procedural
documentation relevant to the MPO process in the
Miami Urbanized Area.
Florida.
2-89. A Quantitative Estimate of Eastern
Washington Annual Haul Road Needs for Wheat
and Barley Movements.
Jessup, Eric L. and Kenneth L. Casavant. (Washington
State University, Pullman, WA). Mar 1995, EWITS
Research Report Number 6.
Washington.
2-90. A Region on the Move: A Transportation
Investment Strategy for Growth and Renewal In
Southwestern Pennsylvania. 2015 Long Range
Transportation Plan.
Southwestern Pennsylvania Regional Planning
Commission. (Pittsburgh, PA). Nov 1994.
Pennsylvania.
2-91. Regional Context of Intermodal Decisions.
Dahms, L. D. ISTEA and Intermodal Planning:
Concept, Practice, Vision, Dec 2 1992, Irvine,
California. Conference Proceedings Published in
Transportation Research Board Special Report 240,
58
Section 2 - MPO Planning and Programming
Washington, DC, 1993, Pp 130-137.
A metropolitan transportation planning process created
by the Federal-Aid Highway Act of 1965, and amended
several times since by transportation and environmental
laws, has created a regional framework for making
transportation decisions in the context of other
community values. In examining this regional context
within which intermodal decisions are to be made, this
conference resource paper addresses the following.
2-92. Regional Freight Mobility. 1995 Update of
the Metropolrtan Transportation Plan for the
Central Puget Sound Region.
Harvey Consultants; Transmode Consultants, and Ellen
Kret Porter. Seattle, WA. Pugst Sound Regional
Council, Sep 1994, Technical Paper MTP-15.
Washi ngton.
2-93. Regional Freight Mobility Action Packages.
Harvey Consultants; Transmode Consultants, and Ellen
Kret Porter. Seattle, WA. Puget Sound Regional
Council, Sp 6 1994.
"The economic well-being of our region, communities
and families (and of other linked regions) depends in
part upon the reliable and efficient movement of freight
and goods between producers and markets. To
address this aspect of regional transportation planning,
steps are needed to form a working partnership
between public agencies and private stakeholders
involved in freight mobility. Leading this effort, in
January 1994, business interests in the region (the
Economic Development Council of Seattle and King
County (EDC), cooperating with similar associations in
Pierce, Snohomish, and Kitsap Counties), convened a
wide range of freight mobility stakeholders in the region.
The stakeholders include shippers, carriers and third
party interests involved in highway, rail, ocean and air
shipment of cargo within and through the central Puget
Sound region.... The mission of the Roundtable is
twofold: to identify freight mobility issues, and to
advance solutions. This work to date is summarized in
the following Recommended Regional Freight Mobility
Action Package. Elements of the Action Package are
separately recommended to appropriate public
agencies. The underlying identification of mobility
issues is also included. The recommendations are
concisely displayed in matrix form and more fully
presented in the text which consists of organized
commentary on each of the entries found on the matnx.
The recommendations begin to address institutional,
operational, infrastructure (and financing) options. The
Roundtable presented this Action Package as part of
the Regional Freight Mobility Conference held in
Bellevue, Washington, on September 13, 1994.
Conference sponsors were the Freight Mobility
Roundtable, the Puget Sound Regional Council, the
Washington Department of Transportation, and the
U.S. Department of Transportation (Federal Highway
Administration and the Nlantime Administration). The
Action Package now is included in the draft
Metropolitan Transportation Plan (MTP) prepared by
the Regional Council. The mutimodal and long-term
MTP was released for broad public review on
December 1, 1994. It is scheduled for Regional
Council action in April 1995." Quoted from the
Introduction.
Washington.
2-94. Regional Freight Mobility Conference.
Puget Sound Regional Council and Freight Mobility
Roundtable. Sep 131994, Seattle, WA.
On September 13, 1994, The Puget Sound Regional
Council and a public/private Regional Freight Mobility
Roundtable sponsored a conference addressing
regional freight mobility in the central Puget Sound
regional gateway. The Regional Council is the
Metropolitan Planning Organization (MPO) for the
four-county central Puget Sound region, including four
counties and over fifty Sties and town, the gateway port
Sties of Seattle and Tacoma among them. Also
included on the MPO Executive Board are the
Washington State Department of Transportation
(WSDOT), and the Washington Transportation
Commission (among the Conference panelists).
Conference cosponsors were the WSDOT, the Federal
Highway Administration (FIdWA), and the Federal
Maritime Administration.
Washington.
2-95. Regional Transportation Improvement
Program.
Buckhurst Fish & Jacqueman, Inc. and Addison
County Regional Planning Commission. Dec 1994.
Vermont.
2-96. Regional Transportation Plan for the Central
Vermont Region.
T. Y. Lin International (Falmouth, ME) for Central
Vermont Regional Planning Commission. Apr 25 1995.
Vermont.
2-97. Regions Respond to Change. New Policies
Emphasize Long Term Vision, Diverse Options.
Southwestern Pennsylvania Regional Planning
Commission. (Pittsburgh, PA).
Regional planning for transportation has been a
function of Metropolitan Planning Organizations
(MPOs) for hero decades. However, the Intermodal
Surface Transportation Efficiency Act requires MPOs to
broaden their planning processes significantly and
gives them new responsibilities in selecting projects that
fulfill the goals of their plans. ISTEA's requirements
mean that MPOs will have to look for new partners to
assist them in evaluating transportation decisions in
59
Pro tech Bibliography- NCHRP 8-32 (1)
light of their impacts on land use, energy efficiency and
economic vitality. Community members, business
leaders and a range of public agencies must be
brought into the transportation planning process. At
the same time, projects must be selected annually in a
manner that assures their direct link to long range
plans. Regions face many challenges in making good
on ISTEA's promise of an interconnecting
transportation system that serves the social,
environmental and economic goals of communities.
This report examines two efforts that are currently
underway, one in long range planning, one in project
selection and short term transportation improvement
program. While the results of these processes are still
being evaluated, both represent a new approach to the
transportation planning process.
Pennsylvania.
2-98. Renovated Nodes Make Better Use for
Modes.
Surface Transportation Policy Project Progress. Apr
1995, Volume V, Number 3, Pp 4.
"As those of you all too familiar with our mission
statement know, STPP emphasizes 'the needs of
people, rather than vehicles, in assuring access to jobs,
services, and recreational opportunities.' Station
renovation projects like the two featured here illustrate
the new intermodal concept of revitalization nodes
within modes, which results in increased use of
alternatwe transportation, which means facilitating
access for people. From the North at NJ Transit's
Woodbridge Station to the South at the Visitor
Reception and Intermodal Transportation Center in
Natchez, MS, ISTEA enhancements moneys are
helping to improve intermodal transportation to better
move people." Quoted from Editor's Note.
2-99. Review and Assessment of the East-West
Gateway Coordinating Council's Proposed
Approach to the Long Range Transportation Plan
for the St. Louis Region. Peer Review Panel
Report.
Aldaron, Inc. Culver City, CA: Apr 13 1993.
Missoun.
2-100. Review of the Transportation Planning
Process in the Houston Metropolitan Area.
Volpe National Transportation Systems Center, Federal
Transit Administration, Federal Highway Administration.
Jul 1993.
This formal, comprehensive review of the planning
process in the Houston metropolitan area, conducted
by Federal Highway Administration (FHWA) and
Federal Transit Administration (FTA) headquarters and
regional staff, with input from state, regional and local
transportation entities, takes the place of the review of
the Houston metropolitan planning organization (MPO)
which otherwise would have been conducted by
FHWA field and FTA regional staff. The purpose of
this review is to allow FHWA and FTA to determine
how successfully the urban transportation planning
process (UTPP) addresses regional transportation
needs, and whether the planning process meets the
requirements of the joint planning regulations. Another
purpose of the review is to assess the ability of the
existing planning process to address broader
responsibilities described under the guidelines
implementing the Clean Air Act Amendments of 1990
(CAAA), and the re-authorization of the surface
transportation legislation, the Intermodal Surface
Transportation Efficiency Act of 1991 (ISTEA). It is
expected that this review will assist the Houston
metropolitan area prepare for future formal certification.
Texas.
2-101. Review of the Transportation Planning
Process in the Kansas C ty Metropolitan Area.
Lyons, W.; B. Deysher, and M. Jacobs. Washington,
DC. Federal Transit Administration, Mar 30 1993.
This report is the first in a series produced for the FTA
and the FHWA by the Volpe National Transportation
Systems Center (VNTSC). The report is a
comprehensive review of the Kansas City urbanized
area, conducted by the FHWA and FTA headquarters
and regional staffs with input from state and regional
transportation entities, that takes place of the 1991
compliance review of Mid-America Regional Council
(MARC). The purpose of this review is to allow the
FHWA and FTA to determine how successfully the
Urban Tansportation Planning Process (UTPP)
addresses regional transportation needs, and whether
the planning process meets the requirements of the
joint planning process.
Kansas.
2-102. Review of the Transportation Planning
Process in the Minneapolis-St.Paul Metropolitan
Area.
Lyons, W.; R. Brodeski; C. Goodman, and F. Salvucci.
Volpe National Transportation Systems Center, Federal
Highway Administration, Federal Transit Administration,
Nov 1 993.
This report is the sixth in a series produced for the FTA
and the FHWA by the Volpe National Transportation
Systems Center (VNTSC), Research and Special
Programs Administration, U.S. Department of
Transportation. It presents a formal, comprehensive
review of the planning process in the Minneapolis-St.
Paul Twin Cities metropolitan area that was conducted
by the FHWA and FTA Headquarters and regional
staffs (Appendix 1), with input from state, regional, and
local transportation entities. The purpose of the review
is to allow the FHWA and FTA to determine how
successfully the Urban Transportation Planning
60
Section 2 - MPO Planning and Programming
Process (UTPP) addresses broadly defined regional
transportation needs, and whether the planning
process meets the criteria established by the Federal
planning requirements. Another purpose of the review
is to assess the ability of the existing planning process
to address the broader responsibilities described under
the Clean Air Act Amendments of 1990 and the
reauthorization of the surface transportation legislation,
the Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA).
Minnesota.
2-103. Review of the Transportation Planning
Process in the P ttsburgh Metropolitan Area. Final
Report.
Lyons, W.; R. Jensen-hsher, and F. Ducca.
Washington, DC. Federal Highway Administration and
Federal Transit Administration, Mar 30 1993.
This report is a comprehensive review of the planning
process in the Pittsburgh metropolitan area, conducted
by the FHWA and FTA headquarters and regional
staffs with input from state, regional and local
transportation agencies. The purpose of this review
was to determine how successfully the urban
transportation planning process (UTPP) addresses the
regional transportation needs, and whether the
planning process meets the requirements of the joint
planning regulations. The review focused on the
transportation and air quality planning activities for the
Pittsburgh region. The federal team reviewed
supporting documentation that included the State
Implementation Plan for air quality planning; the
UPWP; the 1984 long range regional transportation
plan; the Transportation Improvement Program;and
other technical materials related to the UTPP.
Pennsylvania.
2-104. Review of the Transportation Planning
Process in the Southern California Metropolitan
Area.
Volpe National Transportation Systems Center, Federal
Transit Administration, Federal Highway Administration.
Aug 1 993.
This formal, comprehensive review of the planning
process in the Southern California metropolitan area,
conducted by Federal Highway Administration (FHWA)
and Federal Transit Administration (FTA) headquarters
and field staff, with input from state, regional and local
transportation entities, takes place of the 1992 planning
review of the Southern California Metropolitan Planning
Organization (MPO) which otherwise would be
conducted by FHWA field and FfA regional staff. The
planning activities conducted by the Southern California
Association of Governments (SCAG) were carried out
in accordance with FLEA and FTA regulations,
policies, and procedures in effect at the time of the
revi ew. Howeve r, t h e I nte rmod al Su rf ace
Transportation EfficiencyActof1991 (1STEA),which
became law after the site review was conducted,
necessitates major changes in the planning process
and will require formal federal certification of the
planning process. This report provides suggestions to
strengthen the process in developing the next
long-range transportation plan, Transportation
Improvement Program (TIP), and State Implementation
Plan (SIP). This review will also assist the Southern
California metropolitan area to meet the evohting
requirements of ISTEA, and in particular, to prepare for
future formal certification.
2-105. Role of MPOs in Pavement Management.
Orloski, F. P. Conference Proceedings, Third
International Conference on Managing Pavements,
May 22 1994, San Antonio, Texas. Pp 91-96.
Metropolitan planning organizations (MPOs) have a
role in pavement management that supports local,
regional, and state agency needs. The Intermodal
Surface Transportation Efficiency Act of 1991 requires
each MPO to address six management systems, one of
which is pavement management, in the transportation
planning process for the urbanized area. A research
study was funded by FHWA to address this role and
identify a framework for MPO involvement. This
framework identified eight major elements for the MPO.
Each element has a variety of activities that can be
easily implemented by MPO staff. The level of
involvement in each activity ranges from low to high
depending on the use of the activity in the planning
process. The major conclusions from the study are
discussed, and a summary of MPOs involved in
pavement management around the country is
presented. The role of the MPO in overcoming the
barriers to using pavement management by explaining
the benefits of a system to support increased highway
budgets is discussed. There are several methods of
improving communications with local agencies and
citizens. Effective public relations techniques to
communicate future needs are necessary. The
participation of MPOs in local pavement management
will result in efficient use of limited local resources for
the improvement in regional road networks. The overall
goal of better managed and maintained highway
facilities in urbanized areas can be achieved with
coordinated efforts of state, MPO, and local agencies.
2-106. Savannah/Chatham County Intermodal
Freight Study.
Cousins, Luke and Richard J. Drake. (Georgia
Department of Transportation). Submitted to
Intermodal Planning Conference, Dec 7 1994, New
Orleans, Louisiana.
The Savannah/Chatham County area of Georgia is a
major coastal transportation Hub in the Southeastern
USA, composed of Rail, Highway, Seaport, Airport and
61
Project Bibliography - NCHRP 8-32 (1 )
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 efficiencies.
Georgia.
2-107. Sixth National Conference on
High-Occupancy Vehicle Systems: Moving into the
21 st Century.
Williams, J. and K. F. Turnbull., Editor Oct 25 1992,
Ottawa, Ontario. Published in Transportation Research
Circular409, Washington, DC, June 1993, Pp 13-15.
This conference presentation discusses the impact of
the Intermodal Surface Transportation Efficiency Act
(ISTEA) on the metropolitan planning process and the
implications for HOV facility development. A brief
overview of metropolitan and regional planning in the
United States precedes the discussion.
2-108. South King County HOV System Plan -
Planning in an Uncertain Environment.
Bevan, Tim (CH2M HILL, Bellevue, WA) and Carol
Hunter (Washington State Department of
Transportation, Bellevue, WA). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 199S, Seattle, Washington.
Washington.
2-109. Subarea Transportation System Study
Application - An Integrated Local Planning
Approach.
Callison, Mac and Huiliong Liu. (City of Aurora, Aurora,
CO). Presented to Transportation Planning Methods
Applications Conference, Apr 171995, Seattle,
Washington.
Given the emphasis placed on developing pragmatic
and timely transportation system plans, this paper is
intended to highlight an approach used by a growing
suburban Sty in Metro Denver in identifying the location
and timing of needed transportation improvements. A
variety of mobility, accessibility, and congestion indices
will be identified and appliedthroughout the conduct of
this study. Indicators used include land use attnbutes,
travel characteristics, and facility supply characteristics.
This study links the general corridor alignments
identified in the Comprehensive Plan to actual roadway
segment alignments necessary to serve anticipated
future development. Changing land use and the
realignrlient of a future controlled access toll road are
among the circumstances that precipitated this system
planning endeavor. The Southeast Area
Transportation Study will define a coordinated and
detailed transportation plan that can be used to guide
both public and private investments. To this end, it is
critical to identify when and what devefopment types,
location, and intensity levels trigger the need for major
roadway projects. The study effort ~11 identify which
major roadways will be needed in the future and their
optimal location given a variety of travel, environmental,
and cost parameters. The study structure consists of
estimating future development levels, estimating future
travel demand, and depicting appropriate roadway
alignments and capacity needs. Additionally, short and
long range transportation improvement programs which
call out specific projects needed to provide mobility and
access throughout the study area on a prioritized
schedule ~11 be stated. System needs and
performance Oil be depicted via the use of an
amalgam of indicators applied at the system and ''locale
level. ARC/lnfo GIS and MINUTP software packages
are used throughout this study.
Colorado.
2-1 1 0. Survey Results of Metropolitan Planning
Organizations and Freight issues.
American Trucking Associations, Inc. Dec 1994.
2-111. Tampa Bay Regional Planning Model.
Sung, Myung-Hak (Gannett Fleming, Inc.) and Daniel
R. Lamb (Florida Department of Transportation).
Presented to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
The Tampa Bay Region consist of four rapidly growing
and highly interdependent counties. Changes in the
transportation systems, travel conditions or patterns of
growth and development in one county have an
immediate and direct impact on travel conditions in
each of the other counties. Because of this high
interdependence, the Florida Department of
Transportation and the area's four MPOs have been
seeking ways for greater coordination and cooperation
in planning for the area's regional transportation needs.
To help facilitate this effort, the Florida Department of
Transportation initiated a project to develop a Tampa
Bay Regional Planning model to be used both for
regional planning and for the development of the
MPOs' individual local area transportation plans. The
development of the model also afforded an opportunity
to restructure travel demand forecasting methodologies
used in the Tampa Bay Region in order to better
address the requirements of ISTEA. This presentation
highlights the concepts used in the Tampa Bay
Regional Planning Model to meet both the regional and
local area needs and to address the ISTEA's major
planning issues. To more accurately forecast the travel
patterns of a varied and changing population, a new
trip generation model was developed based on
lifestyles - Retirees, Working Adults with Children,
Working Adults with No Children - ninth special
treatments for seasonal residents and hotellmotel
guests. Routine daily trips from surrounding areas,
62
Section 2 - MPO Planning and Programming
Categorized by purpose, are separated from longer
distance external trips and incorporated with internal
trip productions and attractions. This enables a more
accurate modeling of their true distribution patterns and
their likelihood of rideshanng or using intensity transit. A
speaal-use lane assignment technique is incorporated
in the highway assignment step to provide the ability to
examine HOV lanes, truck lanes, and other special use
facilities. To better assess the needs of goods
movement in the region, light trucks and heavy trucks
ar given special treatment in the trip generation, trip
distribution, and assignment steps. A land USE
allocation model was also developed as part of the
model chain to simulate the interrelationships between
transportation and land use. The model is capable of
demonstrating both the impacts on travel patterns
resulting from changes in land use polices and the
impacts on the future distribution of growth resulting
from changes in the transportation system and travel
conditions. The model chain also includes a variety of
evaluation methodologies to examine the impacts of
alternatives on accessibility, air quality, fuel
consumption, development patterns, travel costs, and
operating conditions.
Florida.
2-1 12. Testing the Impact of Alternative Land Use
Scenarios Using a Travel Demand Forecasting
Model.
Steiss, Todd A. (Baltimore Metropolitan Council,
Baltimore, MD). Presented to Transportation Planning
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
What would happen to the transportation network if a
significant share of the projected suburban growth in
population and employment relocated into the urban
areas of a metropolitan region or along the major transit
lines? Would the amount of congestion increase,
decline, orjustshift to other areas? Would there be a
significant increase in the use of public transit? What
would happen to the total number of vehicle trips (VF),
vehicle miles traveled (VISIT) and the air pollution which
is produced based on these factors? The Intermodel
Surface Transportation Efficiency Act (ISTEA) and the
Clean Air Act Amendments (CAAA) require
metropolitan planning organizations (MPOs) of severe
non attainment areas to review their current
comprehensive long-range plans to determine whether
possible variations in existing land-use plans could alter
the growth in VMT, VT and the resulting air pollution.
Many MPOs have turned to sophisticated land-use
models for their analysis of land-use alternatives.
These models are certainly the wave of the future. In
the meantime, it may be necessary to use more familiar
tools to accomplish the goals and objectives of ISTEA
and COMA. The Baltimore Metropolitan Council is
currently using their travel demand forecasting model
(MINUTP) to analyze three land-use alternatives. The
first alternative allocates future growth inside the
Baltimore Beltway, the second alternative focuses
future growth along the Baltimore Region's major
transit corridors, and the third alternative concentrates
future growth within areas identified as growth centers.
Each alternative will be compared using the
performance evaluation conducted for the
highway/transit network assumed for the Baltimore
Region 2020 Long-Range Transportation Plan. This
paper will briefly describe the step-by-step process
used to develop each alternative land use scenario.
Key assumptions will be presented and a list of
additional data requirements which are not normally
considered in travel demand forecasting models. A
series of maps ill display the change in location of
socioeconomic growth, the land use alternative impact
on congestion, and the changes in level of service.
Other technical evaluations will include the air pollutant
emissions and the impact on land consumption density
requirements created by each alternative scenario.
Maryland.
2-113. Tiger File Updating in the Puget Sound
Region.
Murakami, E. and K. (3reenleaf. Proceedings of the
1992 Geographic Information Systems for
Transportation (GIS-T) Symposium, Mar 2 1992,
Portand, Oregon. Pp 10.
The Puget Sound Regional Council, formerly the Puget
Sound Council of Governments, sponsored contracts
for updating TIGER files in three of the four counties in
the central Puget Sound region. The project goal was
to update TIGER files for use in such tasks as transit
planning and ride-match services, regional
transportation planning, growth management planning,
and emergency dispatch. TIGER files, as delivered by
the Census Bureau, lack sufficient information for use
in many planning tasks. To improve the value of the
TIGER files, missing street segments, address ranges,
street names, ZIP codes, and lace code information
need to be added to many segments. This paper
discusses the following major issues: (1 ) Attribute and
positional accuracy; (2) Pooled financial resources:
blessing or headache; (3) Ownership of the file; (4)
Long term file maintenance; (5) Building a state-wide
file; and (6) Usefulness to the U.S. Census Bureau.
Washington.
2-114. Toward Improved Regional Transportation
Modeling Practice.
Harvey, Greig and Elizabeth Deakin. (DHS Inc.
Berkeley, CA). Dec 1991.
Recent environmental concerns and changes in the
context of transportation planning have resulted in
closer scrutiny and some criticism of regional
transportation analysis methods. The Clean Air Act
63
Proiect Bibliooraphy - NCHRP B-32 (1 ~
Amendments of 1990 (CM), for example, set forth a
detailed list of requirements for monitoring vehicle miles
of travel, accounting for growth, and assuring
consistency between transportation plans and
programs and the State Implementation Plans (SIPS)
for attaining air quality standards. The Intermodal
Surface Transportation Efficiency Act of 1991 (ISTEA)
reinforces the air quality conformity requirements and
assigns more responsibility to regional agencies, at the
same time shifting the planning focus to congestion
management and increased multi-modalism. Together
with heightened public awareness and concern over
the cost-effectiveness of transportation investments,
their performance, and their impacts on growth, these
changes pose major challenges for regional planning
and analysis.
2-115. Training Program for Major Investment
Studies. Course Manual.
National Transit Institute and Inc. Parsons Brinckerhoff
Quade & Douglas. Washington, DC. U. S. Department
of Transportation, 1995.
2-1 1 6. Transportation Development Guide
Chapter/Policy Plan.
Metropolitan Council of the Twin Cities Area. (St. Paul,
MN). May 25 1995, Publication No. 35-95-034.
Minnesota.
2-117. Transportation Development Guide/Policy
Plan.
Metropolitan Council of the Twin Cities Area. (St. Paul,
MN). Feb 1989, Publication No. 550-89-034.
Minnesota.
2-118. Transportation Future: 2010. Makiing
Connections. Thurston Regional Transportation
Plan.
Thurston Regional Planning Council. Dec 1994.
Washi ngton.
2-119. Transportation Innovations for the Twin
Cities Region.
Metropolitan Council of the Twin Cities Area. (St. Paul,
MN). Apr 1995, Profiles of 20 Initiatives Funded by the
Intermodal Surface Transportation Efficiency Act.
Minnesota.
2-120. Transportation Sketch Planning with Land
Use Inputs.
Lu pa, Mary R. (Chicago Area Transportation Study);
David E. Boyce (University of Illinois, Chicago); Dean B.
Englund (Chicago Area Transportation Study), and
Maya R. Tatineni (University of Illinois, Chicago).
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
Illinois.
2-121. Travinfo The Bay Area Intermodal Traveler
Information System.
Markowitz, J. and L. E. Sweeney. Proceedings of the
IVHS America 1993 Annual Meeting, Surface
Transportation: Mobility, Technology, and Society, Apr
14 1993, Washington, DC.
Travinfo, the San Frandsco Bay Area Intermodal
Traveler Information System, is being designed to
provide comprehensive, multimodal information to
improve mobility for all travelers. The Bay Area is the
Nation's fourth largest metropolitan area, with serious
levels of traffic congestion and air pollution. Because
the unique topography constrains the transportation
system, travelers have few route alternatives and need
better information on mode choice. The Bay Area is
particularly appropriate for this project because it has a
remarkably diverse multi-modal transportation system,
its populace considers transportation to be one of the
top regional concerns, and it is a region rich in both
high-technology firms and a technically-oriented
general public known to be "early adopters.".
California.
2-122. Trip Generation and Land Use
Development Patterns.
Callison, Mac. (City of Aurora, Aurora, CO). Presented
to Transportation Planning Methods Applications
Conference, Apr 17 199S, Seattle, Washington.
It has been ~dely recognized that land use decisions
are the fundamental factors in determining an area's
travel charactenstics as well as air quality and mobility.
Much interest has also been raised in terms of
understanding the relationship between trip generation
and land use patterns, such as density, degree of
mix-use, and transit service availability .. etc. Since land
use developments are primarily determined through the
long range comprehensive planning and daily
development review processes, it is crucial for local
planning agencies to understand the potential
implications of various land use patterns on trip making
and mode split as well as their impacts on air quality
and mobility. In addition, a better comprehension of the
linkage between trip generation and land use patterns
will also greatly facilKate the traffic impact ana~sis
reviewing process and enhance the travel demand
model's capability in predicating future travel demand
for various land use development patterns. Currently,
the City of Aurora is conducting a city-wide trip
generation study. Attention has specifically focused on
the potential implications of land use patterns on trip
making and mode split in several residential and
mix-use developments. In particular, the following
factors will be utilized to analyze the vehicle and
personal trip generation rates as weII as mode split
information: Density; Degree of mix-use; Proximity to
transit line; Availability of bike and pedestrian trail
Distance to work and shopping; Other social and
64
Section 2 - MPO Planning and Programming
economic factors, including, household income,
household size, housing value, etc. This paper will
present the methodologies as well as the results of the
study. In addition, it will discuss how to employ
Geographic Information System technology to perform
site selection, as well as data collection, analysis and
display functions utilizing traffic count data and 1990
Census Transportation Planning Package information
throughout the study.
Colorado.
2-123. Understanding the Link Between Urban
Form and Travel Behavior.
Handy, Susan. (University of Texas at Austin, Austin,
TX). Presented to Transportation Planning Methods
Applications Conference, Apr 171995, Seattle,
Washington.
That our current patterns of development are
automobile dependent is self-evident. As the resulting
congestion and air quality problems worsen, planners
increasingly turn to land use policies as a potential
solution. Many call for higher densities, some call for
mixed-use development, others are pushing the
concept of neotraditional development which includes
higher densities, mixed-use development, and a whole
set of design changes. The idea in all cases is to
create communities where transit and walking are
viable options and where even if residents continue to
drive at least the distances are shorter. This idea has
obvious appeal. Yet surprising little evidence exists to
support the belief that such policies can be effective in
reducing automobile dependence. Most studies have
focused on the relationship between density and transit
use, average vehicle-miles-traveled, or other measures
of travel. More recently, in response to the growing
popularity of the concept of neotraditional development,
researchers have compared travel patterns in older,
higher density communities to those in newer, lower
density communities. For the most part, this research
seems to support the growing belief that land use
policies can be effective in reducing automobile
dependence and in relieving congestion and air quality
problems. On closer examination it becomes clear that
this research leaves many questions unanswered. The
problem is that most research on the link between
urban form and travel behavior has made USE of
existing data on average travel patterns, and has found
no more than aggregate-level correlations between
urban form and travel behavior. The research
summarized in this paper begins to remedy these
deficiencies by developing an alternative approach to
exploring the relationship betweenurban form and travel
patterns, taking as a starting point travel behavior
theory and broadening the definition and measurement
of land use. Rather than relying on existing data, this
approach involves extensive data collation and is
applied in selected case study communities. These
case studies reveal connections between specific
aspects of urban form and travel behavior and suggest
specific hinds of land use polices which might be most
effective in reducing automobile dependence. They
also suggest, however, that there may be strict limits to
the ultimate effectiveness of these policies.
2-124. The Use of the Geographic Information
System (GIS) and Transportation Modeling Tools
in the Long Range Planning Process.
(grant, Terrence. (Metropolitan Transit Authority,
Houston, TX). Submitted to Transportation Planning
Methods Applications Conference, Apr 17 1 99S,
Seattle, Washington.
Texas.
2-125. VISION 2020:
Pro ject Bibliography - NCHRP 8-32 (1 )
accessibilityincreases. The propensity for people to
-interact with others at a distance increases as the cost
of access decreases. Urban theory tells us that people
locate their houses and their workplaces by trading off
housing and commute costs. Commuters choose
residential locations that satisfy both housing needs
and workplace access, and employers choose work
sites that are accessible to employees at tolerable time
and dollar costs.
2-130. Where Do We Go From Here? A Seamless
Transportation System, a Panel Discussion, Leslie
Wheeler Hortum, American Trucking Associations,
Presiding.
Kochanowski, Robert (Southwestern Pennsylvania
Regional Planning Commission); Lance Grenzeback
(Cambridge Systematics, Inch; Marta Rosen (Georgia
Department of Transportation); G. Robert Luce
(Transportation User Legislative Alliance), and Matthew
Coogan (Transportation Consultant). Second Annual
National Freight Planning Conference Report, Matthew
Coogan, Editor; Dec 8 1993, Fort Lauderdale, Florida.
Published February 1994.
2-131. Working Together on Transportation
Planning: An Approach to Collaborative Decision
Making.
The National Association of Regional Councils for the
Federal Transit Administration. May 1995, Report
Plumber: FTA-DC-26-6013-95-1.
This report provides information to Metropolitan
Planning Organizations (MPOS) in developing a
consensus-based planning approach in which MPOs
work in partnership with transportation stakeholders
including community groups, special interest groups,
minorities, public agencies, private sector interests, and
elected officials to develop transportation plans and
programs with maximum community involvement. It
also provides detailed examples that demonstrate how
MPOs can design collaborative processes that meet
the intent of the Clean Air Act Amendments of 1990
and the Intermodal Surface Transportation Efficiency
Act of 1991 (ISTEA) and strengthen the plans
produced by the MPOS. Chapter one describes the
project and the research methodology. Chapter two
summarizes the impact of ISTEA on MPOs during the
revision of their transportation decision making process
Chapter three presents a four-stage consensus
building model which can direct MPOs in implementing
a collaborative planning process. The final chapter
describes how to measure the success of the
collaborative process once implemented. Case studies
of the public involvement processes used by six MPOs
are included in the appendix.
2-132. Zionsville Pedestrian/Bicycle Path System:
A Prototype Transportation Enhancement Project.
Myers, John W. (HNTB Corporation, Indianapolis, IN).
Presented to Transportation Planning Methods
Applications Conference, Apr 171995, Seattle,
Washington.
Congress intended that the benefits of ISTEA extend
beyond the highway system to encompass improved
quality of life. To this end, ISTEA initiated the
Transportation Enhancement Activities (TEA) Program.
The first project category eligible for TEA funding,
bicycle and pedestrian facilities, is consistent with a
plan developed for Zionsville, Indiana in 1985. That
plan identified a need for new and safer options for
non-motorized travel between community activity
Centers and residential areas of the town. Using TEA
funding, the Zionsville pedestrian and bicycle plan will
soon be implemented. The project is of interest not
only for its value to Zionsville, but as an example and
prototype for areas throughout the United States,
particularly those which experienced rapid suburban
growth following World War 11. Zionsville's population
has increased fourfold since 1950. A neo-traditional
central core of older, well-kept homes is surrounded by
"islands" of newer homes within modern subdivisions.
The town is connected by former county roads which
are 20-22 feet wide within 35~0 feet of right of way.
Existing roadways are suitable for vehicle traffic, but
they are not designed for other uses. Many consider
driving as the only safe option although distanm to
mapr activity centers are short. Increased fuel
consumption and pollution result, and opportunities for
the health benefits of non-motorized travel are reduced.
Fitting additional facilities within existing corridor-s will
be challenging. Due to the "age" of the corridors,
designs must address steep embankments, poor
alignment, large trees, and limited setbacks.
Nevertheless, the result HI be a functional pedestrian
and bicycle system serving all mapr activity centers.
The project is currently in the preliminary design phase.
The conditions which warrant a major investment in
non-motorized travel in Zionsville exist throughout the
United States. Communities with development patterns
oriented solely to the automobile should take note. The
TEA progrm may offer a unique opportunity to create
an areawide pedestrian/bikeway system. Such a
system might efficiently meet community transportation
and recreation needs, while reducing systemwide
vehicle miles of travel.
Indiana.
66
