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OCR for page 67
Section 3 - Mananement Systems
_
BIBLIOGRAPHIC REFERENCES FROM THE NCHRP 8-32 INTERACTIVE DATABASE
CONCERNING MANAGEMENT SYSTEMS, STRATEGIES AND MEASUREMENT
3-1. The 1994 Eastern Massachusetts Conformity
Determination Experience.
Leiner, Craig and Anne McGahan. (Central
Transportation Planning Staff, Boston, MA). Submitted
to Transportation Planning Methods Applications
Conference, Apr 17 199S, Seattle, Washington.
Massachusetts.
3-2. Adopting Corridor-Specific Performance
Measures for Bicycle and Pedestrian Level of
Service.
Dixon, Linda. Transportation Planning. Summer 1995,
Vol.XXII, No.2, Pp5-7.
Florida.
3-3. Air Quality Confirmrty Case Studies. Brodesky,
Robert P. (EG&G Dynatrend). Cambridge, MA. Volpe
National Transportation Systems Center.
This paper presents the findings of case studies that
were conducted of the air quality conformity processes
in the Denver, Raleigh-Durham, Philadelphia, and
Washington, D.C. non-attainment areas. This work
was conducted on behalf of the Federal Highway
Administration (FHWA), by the U.S. Department of
Transportation's Volpe National Transportation
Systems Center. The case studies focused on travel
demand and air quality modeling, and included
information on regional demographic and economic
forecasting, jurisdictional and institutional issues, and
technical issues and concerns. This information was
intended to help the FHWA carry out its responsibilities
under the 1990 Clean Air Act Amendments, and set
priorities for federal activities in such areas as research
and development, development of technical gut 'dance.
and information dissemination. Another objective of
the case studies was to provide information that could
be used by other urbanized areas to improve their
conformity procedures and to establish benchmarks for
them to assess their results.
3-4. Air Quality Conformity Case Studies.
Brodesky, Robert P. (EG&G Dynatrend). Presented to
the Annual Meeting of the Transportation Research
Board, Jan 1995.
3-5. Air Quality Planning: How are the MPOs
Responding? Results of a National Survey.
Hartgen, D. T.; W. E. Manin, and A. Reser. 4th
National Conference on Transportation Planning
Methods Applications, A Compendium of Papers,
Volumes I and 11, Paris, Jerry M., Editor; May 3 1993,
67
Daytona Beach, Florida.
The Clean Air Act Amendments of 1990 radically
changed the requirements for transportation planning
on those Cities that are designated non- attainment for
ozone or carbon monoxide. Depending on severity of
non-attainment, cities must develop plans, implement
pollution-reducing strategies, or otherwise respond, so
that the future air pollution situation is better than at
present. In some cities legal action has been initiated
(or suggested) to ensure compliance with these and
earlier requirements for conformity and for firm results.
This paper reports on a national survey of all
non-attainment areas, to determine what actions have
been taken or are contemplated, their impacts or
results, costs, and further anticipated efforts. The
survey covers cities in venous ranges of
non conformity, and assesses the best ways to ensure
lawsuit-free transportation planning in the "air quality"
era. Of 98 areas, 62 responded. Endings include: (1)
About 17% of MPO resources (50% in severe
non-attainment areas) are being targeted at air quality
issues; (2) About 89% of MPOs have lead or support
roles in air quality inputs to the SIP for their region; (3)
About 35% are revising TlPs to account for air quality;
(4) Projected reductions from TCMs will be small,
generally less than 0.5°/0; (5) Ridesharing, transit, and
pedestrian actions are the most popular TCMs; (6) New
partnerships are forming between air quality and
transportation agencies; and (7) For many reasons,
delays in achieving the 1996 targets are likely.
North Carolina.
3-6. Air Quality Planning in Juarez, Mexico.
Wlliams, Tom A. (Texas A&M University System,
College Station, TX). Presented to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Juarez, Mexico, with a population of greater than 1.2
million, lies across the Rio Grande river from El Paso,
Texas, which is classified as a severe non-attainment
area for both CO and ozone. While El Paso must
comply with federal regulations based on exceedances
which occur in the United States, officials are aware of
the emissions which occur in Mexico. An emissions
estimation procedure is currently undenuay for Juarez,
Mexico. In 1993, ~ study was performed to collect
travel data in support of a mobile source emissions
estimate for Juarez. The study was divided into six
tasks: travel time and facility speed estimation, vehicle
miles of travel and vehicle mix estimation, operating
mode estimation, calculation of vehicle fleet
characteristics, international bridge delay study, and
OCR for page 68
Project Bibliography - NCHRP 8-32 (1 )
summary emission rate calculation. An abbreviated
travel survey was also performed. Many interesting
-functional and cultural influences were examined during
the study in relation to traffic control, travel behavior,
and international bridge operations. This study outlines
procedures used for travel data collection in the context
of working in a foreign city. A discussion of
international protocol, procedures and methods is
included. This study points out that cooperative
research efforts between scientists in Mexico and the
United States can be performed and lead to useful
results, even with the abbreviated methodology used in
the Ciudad Juarez effort. This study should provide
evidence to compel international cooperation between
the U.S. and Mexico, at the research level and at the
policy-making level. The realization that El
Paso/Ciudad Juarez and other similar border cities
constitute one urban area should lead to the realization
that air quality is a unified concern. The methodology
and results of this study indicate that cooperation
between university, government, and citizen entities on
the international level can provide for research to the
benefit of regional international air quality planning for
border urban areas
Texas.
3-7. Air Quality Programs and Provisions of the
Intermodal Surface Transportation Efficiency Act
of 1991. A Summary.
Federal Highway Administration. (Washington, DC).
1 992.
This brochure summarizes the provisions of the
Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) that can best help State and local
officials as they work toward the air quality goals of the
Clean Air Act Amendments of 1990 (CAAA). This
summary is divided into six categories: (1) Funding
Flexibility; (2) Increased Funding Levels; (3)
Strengthened Planning Process; (4) Strengthened Role
of Metropolitan Planning Organizations; (5) New
Congestion Mitigation and Air Quality Improvement
Program; and (6) Miscellaneous Provisions.
3-8. Analytical Procedures to Support a
Congestion Management System.
Cambridge Systematics; Inc. Barton-Aschman
Associates; K.T. Analytics, and Michael D.
Meyer.Preparedforthe Federal Highway
Administration. Mar 14 1994.
3-9. Application of an Intervening Opportunity Trip
Distribution Model in Air Quality Conformity
Evaluation.
Eash, Ronald. (Chicago Area Transportation Study,
Chicago, IL). Submitted to Transportation Planning
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
Illinois.
3-10. The Application of Procedures/Techniques
Developed for the FTA Rail Modernization Study to
Guidelines for the Development of Public
Transportation Facilities and Egulpment
Management Systems.
Hargrove, John Q. (Gannett Flemming, Inc.~.
3-11. An Appraisal of Institutional and Technical
issues Related to Congestion Management
Agencies in Callfornla.
Colman, Steven B. and Donald N. Rothblatt. (San Jose
State University, San Jose, CA). Transportation
Research Board 74th Annual Meeting, Jan 22 1995,
Washington, DC.
One result of voter passage of Proposition 11 1 in 1990
was the creation of congestion management agencies
(CMAS) in each of California's 31 urban counties.
These new agenaes were charged with developing
and administering a comprehensive congestion
management program (CMP). Although the CMP
requirements have been studied elsewhere in the
literature, relatively lisle attention has been paid to CMA
organizational issues and effectiveness. The purpose
of this paper is to fill some of the gaps in knowledge,
after four years of experience with the CMP. The
approach taken was a review of all of the published
CMP documents (plans), and then development of a
telephone interview survey. Survey respondents were
generally the CMA executive director, or his/her deputy.
The questionnaire covered prior and existing CMA
functions and structure, self-rating of CMA
performance (on a semantic differential scale, from one
to ten), a series of statements on CMA effectiveness in
various program areas, also a semantic differential
scale, with 'one' indicating strong disagreement, and
'ten' strong agreement, information on staffing and
budget, cooperation with other agencies, and an
appraisal of what the CMA does best and worst. This
study reports on the results of these interviews, and of
a comparison of the key technical features of the CMP
documents. The results should be of interest to those
contemplating or developing congestion management
systems in other states, and those responding to the
mandates in the ISTEA management systems.
Cal~fomia.
3-12. Automatic Vehicle Location for
Measurement of Corridor Level-of-Service: The
Miami Method.
Center for Urban Transportation Research, University
of South Florida. (Tampa, FL). Sep 1994.
Florida.
3-13. Automatic Vehicle Location for
Measurement of Corridor Level-of-ServTce:
68
OCR for page 69
Section 3- Management Systems
Statewide Feasibility Analysis.
Center for Urban Transportation Research, University
of South Florida. (Tampa, FL). Dec 1994.
Florida.
3-14. California Intermodal Transportation
Management System (ITMS): Background
Information.
Boyle, Ed. (California Department of Transportation,
Sacramento, CA). National Conference on
Intermodalism: Making the Case, Making it Happen,
Dec 7 1994, New Orleans, Louisiana.
This project will present the shape and purpose of the
California Intermodal Transportation Management
System (ITMS) including its development process,
program and system components, performance
measures, and application.
California.
3-15. California Market-Based TOM Study:
Purpose, Structure, and Overview.
Deakin, Elizabeth. (Deakin, Harvey, Skabardonis, Inch.
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
Califomia.
3-16. CaltransintermodalTransportation
Management System.
Carter, Douglas W. (Booz, Allen & Hamilton, Inc., Los
Angeles, CA). Integrating Transportation Management
Systems into Transportation Planning and Operations
National Conference Proceedi ngs, Nov 7 1993,
Vanderbilt University, Nashville, Tennessee.
The California Department of Transportation, with
funding assistance from the United States Department
of Transportation, is in the process of developing and
implementing a statewide Intermodal Transportation
Management System (ITMS). The decision support
system is intended to help assess the effectiveness and
efficiency of the overall multi-modal transportation
system in the State of California, and to evaluate
alternative investments in Intermodal facilities, access to
these facilities and corridors of statewide significance.
Caltrans assembled a study advisory committee of
more than 70 representatives of California
transportation interests, including public sector
representatives from the federal government, Caltrans,
metropolitan planning organizations, regional
transportation planning agencies, transit operators,
airports and deep water ports and military
transportation. Private sector representatives include
shippers, rail service providers, truckers, marine
transport, air transport, telecommunications and
package delivery services. The committee has proven
extremely valuable in understanding the objectives and
choices made by the private sector and government,
identifying viable data sources, determining
performance measures, and designing the functionality
of the ITMS. The decision support system is being
developed by a team led by Booz, Allen & Hamilton
Inc.; design is nearly complete and development
underway. The model includes a series of modules: a
data import tool to access other electronic databases; a
relational database management system; a forecast
module for goods and people movements; a
geographical information system; a performance
measurement module; a reporting and data export
module; and a graphical user interface system. The
decision support system is being designed to allow
maximum portability to different systems environments
and can be used in part or whole by other agencies.
The California ITMS will allow the user to identify
deficiencies on major corridors, on access roads to
ntermodal transfer facilities and restrictions at major
Intermodal facilities. Alternative improvement projects
vail be evaluated in terms of impact on mobility, financial
efficiency, economic impact on the region,
environmental impact and quality of life measures.
Proposed improvements may span capital or operating
investments in any mode of transport, changes in
pricing for services, changes in geometric or weight
restrictions, or changes attributable to demand. The
project is scheduled for completion in summer of 1994.
Califomia.
3-17. Cashing Out Employer-Paid Parking.
Shoup, Donald C. Access. Spring 1993, No. 2, Pp 3.
3-18. Challenges and Opportunities for
Transportation: Implementation of the Clean AIr
Act Amendments of 1990 and the Intermodal
Surface Transportation Efficiency Act of 1991.
Shrouds, J. M. Issue Papers for the Institute of
Transportation Engineers 1993 International
Conference, Transportation in the ISTEA Era, Mar 14
1993, Orlando, Florida.
The purpose of this paper is to provide an overview of:
(1 ) the key transportation planning requirements in the
Clean Air Act Amendments of 1990 (COCA) and
Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) that vail confront transportation planners;
and, (2) the relationship of the new ISTEA provisions to
the CAAA.
3-19. The Challenges of Transportation and Clean
Air Goals.
Howitt, Arnold and Alan Altshuler. (Harvard University,
Cambridge, MA). Oct 1992.
3-20. The Changing Context of Transportation
Planning: The Intermodal Surface Transportation
Efficiency Act of 1991, the Clean Air Act
Amendments of 1990, and their Implications for
Transportation Planning and Programming.
69
OCR for page 70
Proiect Bibliography - NCHRP 8-32
Deakin, Elizabeth. (University of California, Berkeley,
CA). 1993.
3-21. Clean Air Through Transportation:
Challenges in Meeting National Air Quality
Standards.
Department of Transportation and Environmental
Protection Agency. (Washington, DC). Aug 1993.
This report, required by Section 108~3) of the Clean
Air Act, as amended in 1990, addresses the issues of
motor vehicles and air quality. The report discusses the
challenges faced in attempting to improve air quality
through transportation programs. It also provides a
status report on meeting the transportation provisions
of the Clean Air Act Amendments of 1990 and the air
quality provisions of the Intermodal Surface
Transportation Efficiency Act of 1991. The contents
are organized as follows: (1) Introduction: A) Purpose
and Scope of Report - The Provisions of S - ion
108(f)~3), B) Summary, and C) Background - CM and
ISTEA; (11) Challenges in Transportation and Air Quality
Programs: A) MPOs Face Significant Challenges in
Meeting New CM Requirements, B) Reducing Vehicle
Emissions Through TCMs is Difficult, C) By
Themselves, Ca~pital-lntensive Investments May Not Be
the Best Way to Address Air Quality Concerns, D)
Technological Improvements Have Reduced Vehicle
Emissions Despite Increasing VMT, E) Better Data and
Models Are Needed, and F) Beyond Transportation -
Land Use, Public Acceptance, and Fiscal Constraints
Figure Prominently; (111) Status of Programs: A) Full
Funding of ISTEA Would Help Meet Mobility and Air
Quality Goals, B) Limited CM Funds Exist for Air
Quality Operations and Management, C) Regulations
and Guidance Implementing CM and ISTEA Have
Been Issued, C) SIP Development, Revisions, and
EPA Approvals Are Proceedig, and E) Transportation
Plans, TlPs, and Conformity Determinations Are Also
Proceeding; and (IV) Conclusions. There are six
appendices: (A) Clean Air Act Section 108(f)~3~; (B)
Specific Transportation-Related Provisions of the Clean
Air Act as Amended in t 990 for Ozone Nonattainment
Area Classifications; (C) Transportation-Rslated
Provisions of the Clean Air Act as Amended in 1990 for
Carbon Monoxide (CO) Nonattainment Area
Classifications; (D) Transportation-Related Provisions
of the Clean Air Act as Amended in 1990 for PM-10
Nonattainmcnt Area Classification; (E) Transportaion
Control Measures from Section 1 08(f)~1 ) of CM; and
(F) Transportation and Emissions Modeling.
3-22. CMAQ Emission Reduction Methodologies
Handbook for PennDOT.
Winick, Robert M. (COMSIS Corporation). Presented
to the Annual Meeting of the Transportation Research
Board, Jan 1995.
Pennsylvania.
3-23. C02 Emissions from Passenger Transport:
Comparison of International Trends from 1g73 to
1990.
Scholl, Lynn and Lee Schipper. (Lawrence Berkeley
Laboratory). Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
3-24. A Comparative Analysis of Regulatory and
Market-Based Transportation Demand
Management Strategies.
Giuliano, Genevieve and Martin Wachs. Submitted to
the Congestion Pricing Symposium, Jun 10 1992,
Washington, DC.
3-25. Comparative Evaluation of Performance of
International Light Rail Systems.
Lyons, W. M.; E. Weiner, and P. Shadle.
Transportation Research Record 1433. 1994, Pp
1 15-122.
Endings are presented from an analysis of the
performance of international light rail transit (LRT)
systems, conducted by the Urban Transport Group of
the European Conference of Ministers of Transport
(ECMT). The analysis is based on case studies and
national overviews provided by the six participating
countries (France, (Germany, the Netherlands,
Switzerland, the United Kingdom, and the United
States), which are included in the detailed EC MT
report. The project traced LRT development; reviewed
policy, managerial, and technological trends; and
analyzed comparative cost-effectiveness. Policy
conclusions reflect the consensus of the six national
delegations. Standardizedfinancialand operational
data, as developed for the study and applied in a
balanced set of performance measures, are difficult to
define for international systems. Nevertheless, efforts
such as this encourage an objective exchange on
international experiences with different public policies
and operational approaches. The standardized
framework developed for the project allowed consistent
comparisons of the international systems. The seven
systems evaluated were publicly operated but several
included private involvement, ranging from private
equity shares in Nantes and Grenoble, France, to the
turnkey approach in Manchester, England. The
governments sponsoring LRT in the case study cities
set broad goals, ranging from attracting automobile
drivers and improving air quality to reducing congestion
while recovering costs. Even though success was
often not quantified, the governments were generally
satisfied with results. All countries conducted some
analysis of alternatives before selecting LRT, but
analysis was less comprehensive and rigorous than
might, for example, be expected of major investments
under the requirements of the Intermodal Surface
Transportation Efficiency Act.
70
OCR for page 71
Section 3 - Management Systems
3-26. Comparing Cost-Effectiveness Across
Modes.
DeCorla-Souza, P. 4th National Conference on
Transportation Planning Methods Applications, A
Compendium of Papers, Volumes I and 11, Paris, Jerry
M., Editor; May 3 1993, Daytona Beach, Florida.
The flexibility provisions of the Intermodal Surface
Transportation Efficiency Act (ISTEA) require
Metropolitan Planning Organizations (MPOs) in
cooperation with States and transit operators to make
funding decisions among alternative transportation
solutions invoking more than a single mode. With little
past experience in cross-modal evaluation, MPOs will
need to develop the ability to make cost-efficiency and
cost- effectiveness comparisons across modes at the
project and system level. New ISTEA requirements for
Congestion Management Systems and for considering
multiple factors in metropolitan planning and
. . _
programming will further increase the importance of
multi-modal evaluation capabilities. Cost-effectiveness
is listed as an objective for use of Federal funds in
several places in ISTEA. In the past, MPOs have
seldom used cost-efficiency measures to compare
projects or alternative systems. Also, they have usually
compared solutions using measures of effectiveness
which are uniquely applicable to a specific mode. For
example, a measure of highway project effectiveness
used often is improvement in highway level of service
or highway speed. Transit project effectiveness, on the
other hand, is often measured by increase in transit
ridership. If highway and transit solutions are to be
compared, common measures of effectiveness
applicable across modes will have to be used. Also, if
cost-efficiency measures are to be emphasized, costs
and benefits (including social and environmental costs
and benefits) will need to be converted to dollar terms
to the extent feasible. These cross-modal comparisons
require development of a new evaluation framework
which allows full accounting of all costs (i.e., public,
private and social) and which includes measures of
effectiveness that can be applied across modes.
MPOs will have to attempt quantification of the impacts
and true costs of transportation alternatives to assist
decision-makers in making the tradeoffs between
alternatives. This paper provides a case stuy
demonstrating how comparisons can be made among
investments for three alternative modes --
single~ccupant vehicle (SOV), high- occupancy
vehicle (HOV) and transit, based on cost-effectiveness
measures such as (1) public costs per commute trip
and (2) total costs (i.e., public, private and social costs)
per commute tnp. Compansons are made for
commute trips between nine pairs of work and home
locations involving three urban location/design
categories: Central Business District (CBD), urban core
and fringe in a typical large urban area (population
more than 1 million). The results of the analysis
suggest that disparities in cost-effectiveness among
modes vary significantly by empbymentiresidence
location combination. The paper discusses the policy
implications of the disparities among modes.
3-27. Comparing Performance and Benefits of
Public TransIt In Comparison to HIghways in
ISTEA Environment.
Stauder, Susan. (Bi-State Development Agency).
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
3-28. Compliance with ISTEA, NEPA, and Clean
Air Requirements for Projects not Receiving
Federal Funds, A Panel Discussion, Edward V.
Kussy, U.S. Department of Transportation,
Presiding.
Bosley, John (Metropolitan Washington Council of
Governments); Howard Kennison (Kutack Rock), and
Robert E. Thornton (Nossaman, Gunther, Knox &
Elliott). Annual Meeting of the Transportation Research
Board, Jan 1995.
3-29. Conference Summary: Best Practices for
Transportation Modeling for Air Quality Planning
(Draft).
Hawthorn, G. and E. Deakin. (National Association of
Regional Councils, Washington, DC). Nov 21 1991,
Arlington, Virginia.
The conference "Best Practices for Transportation
Modeling for Air Quality Planning" was held November
21-22, 1991, in Arlington, Virginia. The conference
considered issues raised by the analysis requirements
of the Clean Air Act Amendments of 1990 (CAAA), as
well as more general problems and opportunities in
transportation modeling, and future research needs.
The conference was organized as part of the technical
support program of the National Association of
Regional Councils' Clean Air Project. This draft
Conference Summary summarizes the presentations
and discussions of the conference. It is organized in
three sections. The first section provides an
introduction, describes the context in which the
conference washeld, and provides an overview of the
conference. Section B then offers some general
observations emerging from the conference. Section C
summarizes key points made and issues raised for
each of five major topics identified by the conference
organizers and participants: Assessment of current
practices; CAM analysis requirements; EPA policy on
analyses in response to CMA requirements; The
Manual of Best Practices; and Research
recommendations. A series of attachments provide
additional detail.
3-30. Conformity and the New Transportation
Covenant.
71
OCR for page 72
Project Bibliography- NCHRP 8-32 (1)
"Shrouds, James M. (Federal Highway Administration,
Washington, DC). Danvers, MA. American Society of
Chemical Engineers, May 1993.
The Clean Air Act Amendments of 1990 established a
requirement that transportation plans, programs, and
projects conform to the purpose of State
Implementation Plans for the attainment of National
Ambient AJr Quality Standards. This expanded
requirement will result in substantial changes to the
transportation planning and programming processes,
including greater involvement by air quality officials.
Similarly, transportation officials will need to play greater
roles in the development of air quality plans. The result
of these changes is a new covenant between the
various members of the transportation and
environmental communities, one which realigns
traditional relationships and responsibilities.
3-31. Congestion Management Program for Los
Angeles County, 1993.
Los Angeles County Transportation Commission. (Los
Angeles, CA). 1993.
The Congestion Management Program (CMO) for Los
Angeles County is intended to address regional
congestion by linking transportation, land use, and air
quality decisions. It includes monitoring results on the
Levels of Service (LOS) of the regional highway/road
system and the performance of the transit system. The
Countywide Deficiency Plan component includes
information on the congestion impacts of projected
growth over 20 years by various land use types as well
as the capacity-enhancing or demand-reducing
benefits of numerous land use, capital, systems
management, demand management, and transit
mitigation strategies. It requires the Sties and County
of Los Angeles to implement mitigation strategies
commensurate with their annual level of new
development. Cities and the County are also required
to adopt and implement a transportation demand
management ordinance and a program to analyze the
impacts of land use decisions on the regional
transportation system.
California.
3-32. Congestion Management Program: It
Actually Works - The Ventura County, California,
Experience.
Stephens, Christopher and Ginger Gherardi. (Ventura
County Transportation Commission). Presented to the
Annual Meeting of the Transportation Research Board,
Jan 1995.
California.
3-33. Congestion Management: Requirements and
Comparisons.
Mulhall, Shawna. (Berryman & Henigar, Seattle, WA).
Presented to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
Congestion management is a requirement in both the
1990 Clean Air Act Amendment (CAM) and the 1990
Intermodal Surface Transportation Efficiency Act
(ISTEA). Both of pieces of this legislation require
reducing congestion to improve air quality, using
existing transportation facilities more efficiently, and
increasing mobility of people and goods. To meet the
requirements of ISTEA, a congestion management
system must be developed which monitors congestion
over time and measures the effectiveness of strategies
implemented to manage the congestion. After review
and discussion of possible data types, travel time was
identified as the most appropriate measure of
congestion. Clearly, travel time can be measured for all
modes, that is, travel time is multimodal. But in
addition, changes in travel time between modes can
indicated the effectiveness of implemented congestion
management strategies. This analysis reviewed four
monitoring programs to assess the use of travel time as
a congestion management tool. The data used for
each program varied, and the research indicated that
travel time was not a widely used tool. This
presentation discusses the four programs and the
applications and advantages of travel time as a
congestion management tool.
3-34. Congestion Management System: An
Approach to Determine Congestion and Prioritize
Congested Areas.
Putta, Viplava K. (Indian Nations Council of
Govemments, Tulsa, OK). Presented to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
Congestion in urban areas is a result of excessive traffic
or due to an incident interrupting traffic flow. Both the
factors contribute to excess delay, and frustration to
drivers. The Intermodal Surface Transportation
Efficiency Act, 1991 addresses congestion in the form
of a congestion management system (CMS).
Identification of performance measures for congestion
is an important step in the development of the CMS.
Performance Measures- Performance measures
should enable a Metropolitan Planning Organization to
define and measure congestion both spatially and
temporally. A variety of performance measures are
suggested in the literature. In practice, many of the
measures are link or site specific. The measures such
as volume to capacity ratio (\I/C), level-of-service and
intersection delay belong to such a class of measures.
They offer little to compare among facilities and no clue
on area wide congestion. Other problems do exist in
the form of forecasting congestion using the above
noted measures. The Congestion Management
Program for the Tulsa, Oklahoma Transportation
Management Area proposes a multi~riteria decision
72
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Section 3 - Management Systems
making approach to areawide congestion
measurement. The Method - This paper outlines a
methodology to address the problems identified untie
site oriented measures and suggests a methodology to
address congestion. The method involves identification
of five locally accepted measures of areawide
congestion. The measures are then transformed into a
composite measure of congestion for a given
area/corridor. The method also is useful in prioritizing
congested corridors or sub-areas of a corridor. The
following section describes the method briefly. Multiple
Criteria Decision-Making - A paired comparison
technique is suggested to involve decision makers to
rank the identified congested measures in their order of
importance. Various corridors or sub areas of a
corridor are identified and the measures are computed.
The corridors (or sub-areas) are compared for each Of
the measures to obtain orridor performance matrices.
As a separate step, the five measures are ranked by
decision makers and technical experts taking two at a
time to obtain importance coefficients for those
measures. A dummy measure is included such that no
other important measure is omitted out of the ranking.
A final decision matrix combines the importance
coefficients and corridor performance matnces.
Oklahoma.
3-35. Congestion Management Systems.
Solury, Tony. (Federal Highway Administration,
Washington, DC). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71993, Vanderbilt University, Nashville, Tennessee.
3-36. Congestion Management Systems-
California's Local, Regional and State Initiatives.
Smith, Brian J. (California Department of
Transportation). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71993, Vanderbilt University, Nashville, Tennessee.
California legislation predating ISTEA required counties
with urbanized areas to establish congestion
management programs. These programs strengthen
the connection between land use dec signs, air quality
and maintaining roadway and transit service levels. As
a result local Congestion Management Agencies are
already in the business of monitoring roadway and
transit system performance and the effectiveness of
measures such as TDMS. Now, MPOs responsible for
developing regional transportation plan and programs,
are initiating Congestion Management Systems in
response to ISTEA. The State is developing
management systems including an Intermodal
Transportation Management System. State law also
requires that the State Plan prepared pursuant to
ISTEA contain system performance measures. The
challenge confronting California is complying with
federal management system requirements in a manner
that satisfies state statutes; minimizes data
requirements; reflects the perspectives, needs and
responsibilities of local, regional and state agencies and
system users; provides horizontally and vertically
integrated decision support tools; and adds value to
transportation service planning, programming and
delivery at a time when all levels of government are
experiencing an increasing gap between needs and
revenues.
Califomia.
3-37. Congestion Mitigation and Air Quality
Improvement Program Review.
Morris, Linda. (Federal Highway Administration,
Washington, DC). Submitted to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
3-38. The Congestion Mitigation and Air Quality
Improvement Program: A Summary of First Year
Activities (FY 1992: December 1991-September
1992~.
Federal Highway Administration and Federal Transit
Administration.
This report provides a national review of activities under
the Congestion Mitigation and Air Quality Improvement
(CMAQ) Program. The CMAQ program was created by
the 1991 Intermodal Surface Transportation Efficiency
Act (ISTEA) to assist States in attaining the National
Ambient Air Quality Standards (NAAQS). Congress
authorized six billion dollars in CMAQ funding for fiscal
years 1992-97. In accordance with the FHWA-FfA
October 16, 1992 program guidance, States obligating
CMAQ funds must prepare and submit annual reports
detailing their use of CMAQ funds and documenting
the air quality benefits. This national summary focuses
on the first annual compilation and analysis of these
state reports, and provides recommendations to
facilitate and streamline report submission in
subsequent years. Also included in this summary is a
review of a roundtable discussion held on the CMAQ
program on June 14, 1993. Although the discussion
occurred in FY 1993, the timeliness of the discussion
warrants inclusion. Participants of the discussion
included EPA, DOT, State and Territorial Air Pollution
Program Administrators and Association of Local Air
Pollution Control Officials (STAPPAJALAPCO), state
DOTs and metropolitan planning organizations from
across the country. The information from this and next
years national summaries will be a useful starting point
for an evaluation of the CMAQ program that FHWA
and FfA will undertake in 1994. Its purpose ~11 be to
determine whether the program is meeting its
mandated goals and to identify ways in which it can be
improved. The review is tentatively scheduled for early
73
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Project Bibliography- NCHRP 8-32 (1)
1994 and will be done by the Federal Transit and
Federal Highway Administrations with input from EPA,
STAPPA/ALAPCO, the American Public Transit
Association, the American Association of State
Highway and Transportation Officials, and the National
Association of Regional Coundis. In 1992, about $340
million was obligated under the CMAQ program out of
$809 million that was apportioned to the States. The
obligation rateof 42% was low by FHWA standards but
understandable for a new program. If the low
obligation rate persists, however, Congress may
reconsider the meets of funding the CMAQ program.
Also, a consistently low obligation rate of under 50
percent of available funds will make it increasingly likely
that CMAQ funds will lapse at some point in the future
in some States and be lost to their use.
3-39. The Congestion Mitigation and AIr QualIty
Improvement Program: A Summary of Second
Year Activities (FY 1993: October 1992-September
1 993).
Federal Highway Administration.
"This report provides the second national review of
activities funded under the Congestion Mitigation and
Air Quality Improvement (CMAQ) Program covering the
1993 Fiscal year.... In the 1991 Intemodal Surface
Transportation Efficiency Act (ISTEA), Congress
created the CMAQ Program and authorized six billion
dollars in funding for Federal fiscal years (FY) 1992-97.
The FHWA-FTA guidance issued on October 16, 1992
instructed the 50 States, the District of Columbia, and
Puerto Rico to submit annual reports detailing their use
of CMAQ funds and documenting the anticipated air
quality benefits. For activities funded in FY 1993,
States were to submit these reports to the FHWA
Division Offices by February 1, 1994. In general,
States submitted these reports to the FHWA in a timely
manner. In FY 1993, approximately $600 million was
obligated under the CMAQ Program out of $967 million
that was apportioned to the States. The obligation rate
was 62 percent which constituted a 20 percentage
point increase over the FY 1992 obligation rate of 42
percent. The FY 1994 obligation rate continued this
upward trend, soaring to 85 percent. The FHWA-FTA
report on the first year activities of CI~AQ funds
showed four notable findings: (1) Approximately $340
million of the $809 million in CMAQ funds available to
the States during FY 1992 was obligated. This resulted
in a relatively low obligation rate of 42 percent. (2) The
majority of projects funded with CMAQ monies in FY
1992 were either relatively large and expensive transit
projects or smaller and lower cost highway projects. In
fact, over 50 percent of program funds were expended
on transit projects and another 36 percent were used
for traffic flow improvements. (3) The FY 1992 CMAQ
State reports lacked air quality analyses for a majority of
the projects. States provided air quality analyses for
only 45 of the 1 59 projects (28 percent) (4) The State
reports lacked specific description of the projects
funded by the CMAQ Program in FY 1992. The lack of
detail on project decriptions makes it difficult for
FHWA/FTA and State and local governments to
understand and report how funds are being used. By
contrast, the FY 1993 State reports showed significant
improvements: (1) The obligation rate of CMAQ funds
significantly increased in FY 1993 over FY 1992 levels.
Approximately $600 million of the $967 million in
CMAQ funds was obligated during FY 1993 which
equals an obligation rate of 62 percent. (2) The States
continued to make use of the program's flexibility in the
programming of CMAQ funds. The States' obligation
of transit funds amounted to 47 percent of the total
obligated in 1993, and the total dollar amount of transit
funds obligated in FY 1993 increased by over 68
percent ($ 120 million). (3) The States have made
substantial progress in reporting projected air quality
benefits and provided air quality analysis for 69 percent
of the projects funded with CMAQ obligations in FY
1993. This number was up from the 28 percent of
projects that States reported air quality analysis in FY
1992. (4) The States, however, did not make sufficient
progress in providing adequate project descriptions in
FY 1993. The MPOs and states need to provide more
complete project descriptions so their citizens, public
interest groups, Congress, and officials at the Federal,
State, and local levels have a better understanding of
what projects are being funded under the CMAQ
Program." Quoted from thelntroduction.
3-40. Congestion Pricing: Issues and
Opportunities.
DeCorla-Souza, P. 4th National Conference on
Transportation Planning Methods Applications, A
Compendium of Papers, Volumes I and 11, Paris, Jerry
M., Editor; May 3 1993, Daytona Beach, Florida.
Metropolitan Planning Organizations (MPOs)
considering the adoption of a congestion pricing policy
need to clearly understand several aspects of
congestion pricing: (1) What is the rationale for
congestion pricing? How does it differ from the
traditional fuel tax? (2) How effective is congestion
pricing with respect to the MPOs' objectives? (3) What
are the critical ISSUQS and concerns which must be
addressed before implementation can proceed? (4)
What types of congestion pricing applications re
reasonable in the short term and in the long term? This
paper addresses these questions and offers some
thoughts on how MPOs can proceed towards
implementing this strategy An MPO may seek to use
congestion pricing as a means to achieve any or all of
the following objectives: (1) manage congestion; (2)
improve air quality; (3) secure adequate funding for
transportation investments and services. The paper
demonstrates a sketch planning procedure to analyze a
74
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Representative terms from entire chapter:
transportation planning
Section 3 - Management Systems
congested urban area of about 1.5 million population in
order to estimate effectiveness of congestion pricing
with respect to the above objectives. The major ISSUQS
with respect to implementation may be categonzed as
either technical or political. The paper discusses the
major technicalissues~technological compatibility
among geographic areas and modes, enforcement,
privacy, price determination, and estimation of the
impacts of alternatives. Use of the conventional
four-step travel demand forecasting models to estimate
impacts is demonstrated with a dataset for a small
hypothetical urban area. The paper also discusses the
political issues, i.e., public acceptance and
interjurisdictional cooperation, and a three pronged
strategy to help develop public support based on use of
revenues from tolls. Congestion pricing can be applied
at three successively larger scales: on a faality, within
an area or sub-area of the region, and regionwide. The
paper discusses how urban areas could begin to test
the impacts of differential pricing on existing and new
faciities. Also discussed is area pricing, involving
pricing within a small geographic area such as a
Central Business Distnct or a major suburban activity
center, which may be introduced through licensing
schemes, cordon tolls or parking pncing. The
prospects for regional scale application are projected.
3-41. Congestion Pricing: Policy Design and Land
Use and Transportation Impacts.
Prick, Karen. Presented to the Annual Meeting of the
Transportation Research Board, Jan 1995.
3-42. Coordination of ISTEA- 1991 Management
Systems.
Smith, H. A. Pacific Rim Transtech Conference
Proceedings. Volume 11. American Society of Civil
Engineers Third International Conference on
Applications of Advanced Technologies in
Transportation Engineering, Jul 25 1993, Seattle,
Washington. Pp 209-215.
The Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) contains the provision that States must
develop, establish, and implement the following
management systems: highway pavement; bridge;
highway safety; traffic congestion; public transportation
facilities and equipment; and intermodal transportation
facilities. This paper describes pavement management
and ISTEA coordination, and reports on the status of
current management system activates in New Mexico
State Highway and Transportation Department.
Anions required to comply with ISTEA provisions are
noted. Delaware ISTEA coordination is also discussed.
ISTEA management and monitoring systems
rulemal
Pro ject Bibliography- NCHRP 8-32 (1)
between the supply and demand impacts of IVHS.
This separation between "efficiency and "output"
measures means that we can distinguish between
IVHS technology "efficiency" benefits and the individual
and corporate demand responses to IVHS that actually
increase output (benefits) over those produced bv the
technology alone. The proposed criteria structure also
incorporates the time scale of the impacts. This
highlights certain fundamental correlations between the
criteria that can lead to double counting of benefits and
to highly correlated outcomes which are not helpful in
choosing between alternatives. The criteria structure
facilitates selection by decisionmakers of cyreatly
reduced criteria sets to simplify IVHS evaluations. By
recogniziniz the separate supply (efficiency) and
demand (increased output) impacts of IVHS, we can
also avoid dramatically underestimating the benefits of
the new technology and avoid serious mistakes in
assessing the safety, environmental and energy
impacts of IVHS alternatives. The paper provides
default values to evaluate IVHS improvements for
inclusion in transportation system plans. The criteria
and default values highlight where research and
operational tests can provide improved values and
information which will most quickly advance the state of
the art of IVHS evaluation.
3-45. Data Collection and Analysis Methods to
Support Congestion Management Systems.
Schwartz, William L. (Cambridge Systematics,
Cambridge, MA); John H Suhrbier (Cambridge
Systematics, Cambridge, MAy, and Brian J. Gardner
(Federal Highway Administration). Presented to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
As required by ISTEA, states and Metropolitan
Planning Organizations are currently developing and
implementing Congestion Management Systems
(CMS). Because of the flexibility provided in
determining measures of system performance, the
transportation data and methods that are being
incorporated into these systems are quite variable. In
many instances, available transportation system data
are limited to traffic and roadway system data compiled
for the Traffic Monitoring System for Highways
(TMS/H), the Highway Performance Monitoring System
(HPMS), nd transit system data for Section 15
reporting. These traditionaldata sources provide
important information but may not support performance
measures that describe the movement of people and
goods or relate to appropriate measures of congestion.
This paper provides guidance regarding sources of
transportation data and analytical methods, both
traditional and non-traditional, and relates these to
system and modal performance measures. System
performance measures are categorized into: 1 ~ travel
time measures; 2) delay measures, and 3) speed,
volume, and vehicle classification measures. Modal
performance measures include transit, goods
movement, and person movement Examples are
provided for these categories of measures, including
direct observation methods and advanced
measurement techniques. Alternative sources of data
are described along with the range of available
analytical procedures and evaluation techniques. A
discussion of the use and applicability of geographic
information systems and intelligent transportation
systems to a CMS is also presented. Three case study
demonstrations of the use of transportation data in a
CMS are discussed. These include the use of a
highway information system and the HPMS in
Montana, the integration of transportation system data
into a GIS for Albuquerque, and the variety of
transportation data sources used to analyze mobility in
downtown Boston.
Montana New Mexico Massachusetts.
3-46. Data Needs and Integrating Data Systems
into Management Systems - A State DOT
Perspective.
Tweedie, Ronald W. (New Yorl< State Department of
Transportation). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
7 1993, Vanderbilt University, Nashville, Tennessee.
The primary purpose of the ISTEA management
systems is to provide information to help State DOTS,
their local government partners and other
transportation providers make better transportation
decisions. Identification of specific transportation data
needs and their translation into useful information cuts
across modes, jurisdictions, organizations, etc.
Geographic Information Systems provide a basis for
linking data components of the management systems,
however, they are not the nirvana. This discussant will
use examples to illustrate the problems that face a
State DOT in identifying data needs and integrating
data systems to satisfy both State and ISTEA
requirements. Solutions focus on a strong in-house
analyst and computer staff to develop the systems,
supplemented by technical committees consisting of
stake holders such as MPOs and transit operating
companies, and coordinated through a working group
representing each system. Critical information needs
which transcend modes will also be discussed.
3-47. Data Needs and Integrating Data Systems
into Management Systems.
Stryjak, Lorraine Kyle. (Texas Department of
Transportation). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71993, Vanderbilt University, Nashville, Tennessee.
The following points were made in the presentations by
76
Section 3 - Management Systems
Ron Tweedie, Mike Moulton, and KQIIY Smith: 1)
Address Institutional Issues First; 2) Being with the End
in Mind; 3) Develop a Conceptual Plan; 4) Develop a
Work Plan and a Data Model; 5) Don't Reinvent the
Wheel; and 6) Plan a Staged Implementation.
3-48. Defining the Issues - FHWA Perspective.
Kane, Anthony R. (Federal Highway Administration,
Washington, DC). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
7 1993, Vanderbilt University, Nashville, Tennessee.
3-49. Defining the Requirements of Public
Transportation Management Systems.
Verchinski, Paul. (Federal Transit Administration,
Washington, DC). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71 993, Vanderbilt University, Nashville, Tennessee.
"The PTMS must address a variety of rolling stock
equipment: commuter rail vehicles, paratransit vehicles,
light rail cars, subway or heavy rail cars, and bus. On
the facilities side, for bus only systems, maintenance
and garage facilities would be of major concern. For
rail systems, all the major support facilities should be of
concern. This makes the PTMS very different from the
two other asset management systems WhICh are
singularly focused on pavement and bridges. PTMS,
as proposed, should be more than just a simple
inventory. We expect that the strategies defined as a
result of the PTMS for operation, maintenance, and
expansion of a transit system will guide capital
investments through the metropolitan and statewide
planning process. This should enable decision makers
to select cost-effective strategies for providing and
maintaining assets in a serviceable condition. WE are
suggesting that asset information should include age,
condition, remaining useful life, and replacement cost.
We expect that a base year inventory will be compiled
where the level of detail is appropriate to the type of
capital asset. Data related to transit vehicles using
highways and ridership will be collected as part of the
highway traffic monitoring system. However, data for
number of vehicles and ridership for dedicated transit
rights of way (e.g. rail and busways) is to A collected at
the maximum load points for the peak period in the
peak direction and for the daily time periods that
comprise the am and pm peak. Other PTMS
components would require that the state in cooperation
with MPOs and transit operators identify and evaluate
condition measures against appropriate standards. We
would expect that these measures and standards
would include goals and objectives for safety,
efficiency, and reliability. This, in turn, would lead to
development of appropriate maintenance and
replacement schedules as well as identification of
system deficiencies. WE would expect that appropriate
strategies would be adopted and that evauations would
be conducted for projects that were implemented. This
would all occur as input to the overall planning and
programming process. Thestateisultimately the
responsible party for the PTMS. However, the state
must develop the PTMS in cooperation with the transit
operators and MPOs. These primary users of the
PTMS will ultimately need this information in the
planning process so that when funding decisions need
to be made in non-attainment areas using cmaq funds
and funds are flexed from either the federal highway or
transit programs, there is a context of local strategies.
PTMS information will also be helpful when projects are
proposed for funding from traditional federal transit act
sources." Quoted from beginning of remarks in
conference proceedings.
3-50. Defining the Requirements of Traffic
Monitoring Systems.
Kashuba, Ed. (Federal Highway Administration,
Washington, DC). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
71993, Vanderbilt University, Nashville, Tennessee.
The Traffic Monitoring System is intended to
complement the Management System Public
Transportation Facilities and Equipment by addressing
elements of highway travel. As part of its Traffic
Monitoring System for Highways (TMS/H) each State
would have a comprehensive process for the collection
of highway person and vehicular traffic data. This
comprehensive process would address data precision,
methods used in the field data collection, and
consistency of data analysis. Existence of a TMS/H in
each State would ensure comparable high quality data
for application to the administration of the
transportation program.
3-51. Delaware Intermodal Management System.
Delaware Department of Transportation.
The Delaware Department of Transportation (DelDOT)
is developing an Intennodal Management System (IMS)
in order to provide a systematic process of evaluating
and defining improvements of key linkages between
transportation modes which will iprove the overall
performance of the transportation system. The IMS is
intended to address the connections, transfers, and
movements between modes of transportation rather
than to be a multimodal planning tool that addresses all
modes of transportation collectively. The initial focus of
the Interrnodal Management System will be the
transportation access routes to interrnodal transfer
facilities. These access links are DelDOT's primary
responsibility in the development of intermodal
transportation. The majority of transfer facilitiesin
Delaware are owned and operated by private
77
Project Bibliography - NCHRP 8-32 (1 )
Administration. Washington, DC: Sep 1994.
3-176. Roadway Level-of-Service Determination.
Center for Urban Transportation Research, University
of South Florida. (Tampa, FL). May 1991.
Florida.
3-177. The Role of Level of Service Standards in
Florida's Growth Management Goals.
Bricka, S; S. Hendncks, and K. Williams. (University of
South Florida, Center for Urban Transportation
Research, Tampa, FL). Oct 1993.
The Florida Legislature and the Governors Office
directed the Center for Urban Transportation Research
(CUTR) to undertake the State Transportation Policy
Initiative (STPI). The purpose of this multi-phase study
is to reevaluate the way transportation infrastructure
and services are planned and developed at the state
and local levels in Flonda and to formulate options for
implementing requirements of the 1991 Intermodal
Surface Transportation Efficiency Act. This report is
one of a series of publications resulting from Phase I of
the STPI. The purpose of the report is to document the
issues surrounding the evaluation of roadway level of
service (LOS) in Florida. It contains an historical
overview of roadway LOS standards and
measurements and their evolution in response to
changes in Florida's growth management legislation.
The first section concentrates on Florida Department of
Transportation (FOOT) LOS standards and measures
developed in response to the 1985 Growth
Management Act and subsequent revisions. The
second section focuses on innovative LOS measures,
as developed by local governments in Florida. The
third section presents changes anticipated as a result of
the 1993 Florida legislative session.
Florida.
3-178. Role of Performance-Based Measures in
Allocating Funding for Transit Operations.
Hartman, Ronald J. (Columbia, Maryland). Presented
to the Annual Meeting of the Transportation Research
Board, Jan 1995.
3-179. The Role of Transportation Control
Measures in Reducing Air Pollution: MPO Views.
Reser, A. J.; D. T. Hartgen, and W. E. Martin. (North
Carolina University, Charlotte, NC). May 1993.
A sun/By of 98 Metropolitan Planning Organizations
(MPOs) was conducted in the fall of 1992, to determine
actions being taken to address the CIoan Air Act
Amendments of 1990 (CAM). All ozone
non-attainment and several attainment areas were
asked to respond. Of these, 62 cities responded. The
survey dealt with general tatus of air quality planning,
transportation planning efforts for CAM, and MPO
roles in SIP revisions. Also reviewed were TIP revisions
to account for COMA, change in emissions,
transportation and emission control measure actions
taken and planned, opinions about guidance, and
additional suggestions. Commonly implemented
actions included ridesharing, transit, and
bicycle-pedestnan actions; popular planned actions
included bicycle-pedestnan, enhanced JIM, transit, and
employer-based trip reductions. However, the
expected reduction in air pollution from these actions
was very small: less that 0.5°/O. Respondents
expressed concern about the content, lack of clarity
and timeliness of guidance, and requested more
information and training on the impacts of TCMs. In 9
in-depth follow-up interviews, MPOs expressed a desire
for TOM training and workshops, and a concern about
lack of adequate information on TCMs, along with
adequacy of the attainment schedule. Given the delay
in issuing rules, the 1996 deadlines will be difficult to
meet.
North Carolina.
3-180. Santa Barbara Travel Model for Mobile
Sources.
Outwater, Maren. (KJS Associates, Inc.~. Presented to
Transportation Planning Methods Applications
Conference, Apr 17199S, Seattle, Washington.
Santa Barbara County has undertaken a coordination
effort between the travel demand forecasting and
emissions modeling that is new to the community at
large and is required by the recent federal and state
legislation for clean air. This effort has resulted in an
emission inventory that is based on estimates of
on-road transportation data. This relationship between
transportation and air quality will enable both
communities to react to consistent forecasts, based
upon the same set of assumptions. The travel model
was developed using the SYSTEM 11 software
package and state-of-the-art modeling techniques that
meet accepted national and state standards for
accuracy. These guidelines were provided, in part, by
the Caltrans Travel Forecasting Guidelines. Additional
attention was provided to improve the consistency and
accuracy of on-road data such as speed, distance, and
capacity, and of socioeconomic data such as
households and employment. This paper evaluates the
results and assumptions of the Santa Barbara Travel
Model for the year 1990 with respect to the process for
evaluation of travel demand models used in aur quality
analysis. This process involves several validation
exercises for travel demand models: trips by purpose
and mode, non-household based trips (commercial
truck, visitor, recreational, external), trip length by
purpose, intrazonal trips, non-vehicular trips (walk,
bike), mode choice, total trips, speed by time period,
and vehicle-miles-traveled. The importance of the
evaluation of travel models is to determine the
appropriateness and precision of the travel activity data
104
Section 3 - Management Systems
for use in air quality analysis.
California.
3-181. Setting the Stage: Context for Exploring
Market-Based Control Measures and Overview of
June 1994 TRB Report.
Wachs, Marty. (UCLA Graduate School of Architecture
and Urban Planning). Presented to the Annual Meeting
of the Transportation Research Board, Jan 1995.
3-182. Small City Account Program Workshop.
State of Washington Transportation Improvement
Board. Nov 1994.
Washington.
3-183. Software for the Evaluation of TCMS and
CMAQ Projects.
Loudon, William R. and Deborah A. Dagang. (JHK &
Associates, Emeryville, CA). Presented to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
The Clean Air Act Amendments require that certain
nonattainment areas include transportation control
measures (TCMS) in their effort to achieve the National
Ambient Air Quality Standards (NMQS). A funding
source for some nonattainment areas is the Congestion
Mitigation/Air Quality (CM/AQ) program available as
part of the Intermodal Surface Transportation Efficiency
Act's (ISTEA) flexible funding approach to improving
the nation's infrastructure. CMIAQ funds can be used
on projects ranging from the timing of signal systems to
building bicycle lanes, and TCMs can cover an even
broader range of projects. The challenge facing many
jurisdictions is how to compare very different types of
projects for inclusion in transportation and air quality
plans, such as Sl Ps, and for CM/AQ funding. This
presentation reports on software tools that have been
developed to evaluate and rank projects submitted for
CM/AQ funding or other projects being considered for
inclusion in the SIP as TCMS. Two models that have
been developed by JHK & Associates, the CMIAQ
Evaluation Model and TOM Tools (developed in
conjunction with Sierra Research), are user-friendly
models that are PC-based. Both of these models use
reported experience, combined with location-specific
data, as the basis for evaluating TCMs and provide
estimates of travel impacts, emissions impacts and
cost-effectweness. The CMJAQ Evaluation Model also
includes a procedure for developing a project rating
based on a number of criteria and weighting factors
that reflect their relative importance. The criteria and
weighting factors can be customized to reflect the
priorities of a region. One or both of these tools have
been used to evaluate TCMs in counties throughout
California, the Denver metropolitan region, the Phoenix
and Tucson regions, the Puget Sound (WA) region,
Delaware, Texas, and many other regions throughout
the country.
3-184. Start Modes of Trips for Mobile Source
Emlesion Modeling.
Venigalla, M. M. (EG&G Dynatrend, Cambridge, MA);
T. Miller, and A. Chatterjee (University of Tennessee,
Knoxville). Submitted to 1995 Transportation Research
Board Meeting.
An important determinant of vehicle emissions during a
trip is the engine temperature at trip start. A trip start
may be classified as a cold start or a hot start
depending on the duration of engine shutoff period
prior to starting the engine. Cold starts are usually
associated with higher concentrations of carbon
monoxide (CO) and hydrocarbons (HC) than the hot
starts. Therefore, percent cold and hot start at trip
origins are necessary inputs to the mobile source
emission modeling process. The emission modeling
process uses these start modes as direct inputs
(EMFAC 7F) or as indirect inputs that would be used to
determine portion of VMT in transient and stabilized
operating modes (MOBILE 5A). This paper illustrates a
methodology for determining the operating mode
fractions at trip ends. Specifically, a comprehensive
analysis of personal travel data available in Nationwide
Passenger Transportation Survey (NPTS) data is
performed for deriving start mode fractions at trip
origins and operating mode fractions at trip destination
points. Start mode fractions as cold starts and hot
starts are derived for different trip purposes and for
each hour of the day. It was observed that the trip
purpose is the most important explanatory variable for
variance in cold starts, followed by the temporal
variables such as the time of day at which the trip is
made. The size of an urban area and individual
metropolitan statistical areas (MSA) are found to be the
two most appropriate spatial variablesfor which
aggregated start mode percentages may be derived.
The start mode fractions derived from this methodology
will be useful for a variety of mobile source emission
modeling exercises.
3-185. State DOT Responsibilities for
Transportation Management Systems and
Statewide Transportation Planning.
Overmeyer, Randall. (Anzona Department of
T r a n s p 0 r t a t i 0 n ~ . I n t e 9 r a t i n 9 T r a n s p 0 r t a t i 0 n
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
7 1993, Vanderbilt University, Nashville, Tennessee.
1 ) The primary responsibility of the states is to conduct
comprehensive transportation planning resulting in a
statewide long range transportation plan and the STIP.
a) The seven management systems mandated in
ISTEA (the original six plus traffic monitoring) may be
viewed as databases for developing strategies to
provide input into the statewide and metro area plas....
105
Project Bibliography - NCHRP 8-32 (1 )
b) The management systems also should provide
information and strategies to evaluate the performance
of existing facilities and/or model the performance of
future ones. 2) The ISTEA planning and management
requirements are imposed on both the states and the
MPOs. The specific responsibilities of the states may
be considered not only by what steps and factors have
been prescribed, but also by what steps must be taken
by the responsible agenaes to coordinate their efforts
in a way that has not been universally achieved prior to
the current efforts. a) These coordination steps
mandate cooperation with a number of other agencies
besides MPOs. Within the boundaries of Anzona are
twenty-two Indian tubes, each of which is a separate
public agency we must work with, along ninth NlPOs,
COGs, cities, towns and counties. b) These other
agencies will probably look to the states to take the lead
in developing and carrying out coordination outreach
efforts. The twenty three planning factors which the
proposed rules suggested states should con'sider,
consist, at least in part, of coordination steps. In
Arizona, we have added a couple. 3) Without full
partnerships between state transportation departments,
MPOs, and transit authorities or operators, it will be very
difficult for any single agency to develop the
management systems, especially Congestion
Management and Intermodal. The public participation
process developed for the statewide and metropolitan
planning process should also be usable for the
management systems as well. 4) Summarily, None of
our agencies can hope to accomplish what we have to
do to comply with ISTEA on our own. If we cannot
uccessfully coordinate on plans and management
systems, we cannot hope to coordinate intermodally.
Our primary responsibility under ISTEA is to conduct
comprehensive planning. Our primary responsibility to
our partners is to take the lead in developing
coordination systems which help us work together to
get the job done.
Arizona.
3-186. State Management Systems: Overview of
ISTEA Requirements and Current Implementation.
Ismart, D. TR News 173. Jul 1994, Pp 2, 4.
The Intermodal Surface Transportation Efficiency Act of
1991 (ISTEA) requires the development and
implementation by the states of the following six
management systems: (1 ) Pavement Management
System (PMS); (2) Bridge Management System (BMS);
(3) Safety Management System (SMS); (4) Congestion
Management System (C MS); (5) Public Transportation
Facilities and Equipment Management System
(PTMS); and (6) Intermodal Management System
(IMS). In addition to the management systems, states
are required to develop, establish, implement, and
operate on a continuous basis a traffic-monitoring
system(TMS). This article discusses: theInterimFinal
Rule, issued jointly by the Federal Highway
Administration (FHWA) and Federal Transit
Administration (FTA) to provide a common framework
for all six management systems; the elements that
should be included in each management system; and
the states' progress on the implementation of the
management systems.
3-187. State of the Practice: Transportation Data
and Models for Air QualIty Emiselone.
Hartgen, David T. (University of North Carolina,
Charlotte, NC); Andrew J. Reser (Southwestern
Regional Planning Commission, Pittsburgh, PA), and
Walter E. Martin (University of North Carolina,
Charlotte, NC). Presented to Transportation Planning
Methods Applications Conference, Apr 17 1995,
Seattle, Washington.
As part of IxICHRP project 25-7, a review is made of the
modeling procedures and data used by MOPs to
determine the air quality emissions impact of CAM
conformity and other submittals. A total of 41 MPOs
and 9 states were contacted. The survey focused on
administrative procedures, traffic forecasting, speed
post-processing, and emissions estimates. Conformity
documents and Tips were also reviewed. The report
finds a wide range of procedures in use, but most are
variations of the UTPS process. About 11% of
non-attainment MPO staff effort is going into air quality
analysis, down from 18% in 1992. Very little use of
speed feedback was documented, but most regions
post-process speeds before estimating emissions.
Regional projections of VMT growth are +10-30% over
10 years, but air pollution is expected to fall 15-30%;
the difference between build and no-build was generally
less than 1%. Numerous inconsistencies in scale, data
sources, and error terms are found in the present
process. The study concludes that while the UTPS
process has allowed computation of air quality impacts
of some transportation actions, it does so in an overly
precise, disjointed, and cumbersome way. The full
report also contains detailed tables, interview
summaries, and a review of over 100 documents,
mostly unpublished.
3-188. State of Washington Efforts to Advance the
Pricing Concept.
Cushman, King. (Puget Sound Regional Council).
Presented to the Annual Meeting of the Transportation
Research Board, Jan 1995.
Washington.
3-t 89. State Survey of 7 Management Systems.
Festin, Scott M. and Carrol E. Collins. (University of
North Carolina at Charlotte, Charlotte, NC). Submitted
to Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
North Carolina.
106
Section 3 - Management Systems
3-t90. Status of Congestion Management System
Development in North Carolina.
Poole, Marion R. (North Carolina Department of
Transportation). Integrating Transportation
Management Systems into Transportation Planning
and Operations National Conference Proceedings, Nov
7 1993, Vanderbilt University, Nashville, Tennessee.
PA Task Force on Congestion Management in Project
Planning has also been established within NCDOT.
This Task Force is to determine how best to bring
congestion management and IVHS technology into
project planning and statewide highway corridor
planning. other committee on ISTEA information
management has been at work within the Department.
Basic responsibilities of this committee include: (1 ) To
determine the type information each of the ISTEA
management systems require. (2) To determine
particulars of the common data elements and analytical
tasks that cut across two or more of the systems. (3)
To determine if current efforts to address common and
unique data needs are proceeding satisfactorily, and if
not, what modifications should be made. (4) To
determine methodologies that are available for
managing data, and if these are not satisfactory,
recommend changes and determine the anticipated
cost. (5) To address the resources, time schedules,
and requirements needed to meet deadlines required
by ISTEA. In April, 1993, the State Highway
Administrator established a State-MPO Congestion
Management Task Force to assist in the development
of the Congestion Management System for the State.
There were a number of important items identified for
this Task Force to accomplish." Quoted from
beginning of remarks in conference proceedings.
North Carolina.
3-191. The Status of the Nation's Highways,
Bridges, and Transit: Conditions and
Performance.
Federal Highway Administration. 1993, Publication No.
FHWA-PL-93-01 7.
3-192. Study Design for California Intermodal
Transportation Management System.
Booze, Allen Hamilton. Jun 9 1993.
Califomia.
3-193. A Summary of the Transportation Programs
and Provisions of the Clean Air Act Amendments
of 1990.
Federal Highway Administration. (Washington, DC).
1992.
To achieve the goals of the Clean Air Act Amendments
of 1990 (CAM), State and local officials must first
understand the requirements for transportation plans,
programs, and projects. The Federal Highway
Administration (FHWA) has prepared this brochure to
explain in detail Title I of the CAM, and selected parts
of Title 11. Technical terms are highlighted and defined
throughout the brochure and, for easy reference, the
terms are again defined in the glossary. The contents
are organized as follows: Message from the Federal
Highway Administrator (T.D. Larson); Overview; Title I
Transportation Provisions for Attainment and
Maintenance of the locational Ambiet Air Quality
Standards ~ Transportation Provisions for Ozone,
Carbon Monoxide, and Small Particulate Matter
Nonattainment Areas, Conformity, Transportation
Planning Procedures, and Sanctions; Title 11-
Transportation Provisions for Mobile Source Emissions
-- Vehicle Emissions Standards, Fuel Requirements,
and Clean-Fuel and Vehicle Requirements;
Conclusion; List of Contacts; and Glossary.
3-194. Support for Implementing the Clean Air Act
Amendments for 1990.
Apogee Research, Inc., In Progress; NCHRP Project
20-7, Task 60.
In recent times, nothing has had the potential to impact
the provision of transportation facilities and services like
the Clean Air Act Amendments (CARLA) of 1990. To
meet the challenge presented by the CAAA and to do
their share in providing clean air, State DOTs need a
common, comprehensive, overall plan to guide their
actions. State DOTs want to strike a responsible
balance among environmental, economic, and mobility
needs. To accomplish this, they need to develop
partnerships between public and private sectors and
involved public interest groups. It is imperative that
State DOT forces and other concerned personnel be
provided with the most current.information on activities
to implement the CAM. Decision makers, such as
transportation chief administrative officers (CAOs),
governors, and state and federal lawmakers and
regulators, also need better and more complete
information about the CMA and the role of
transportation in the implementation of the CAM. The
objective of this effort is to help the State DOTs
implement the CAM by providing complete and
accurate information and developing educational
packages to show the DOTs how to use this
information constructively. In the short term,
information dissemination is probably the most timely
and cost-effective action that will help the State DOTS.
Because most of this information will come from areas
that are new to the states practical guidance is needed.
This project was initiated by the MSHTO Standing
Committee on Environment. An advisory panel has
been formed and Apogee Research, Inc. is under
contract to perform the task of collecting and
disseminating the information and developing the
education package for the State DOTS. The
contractor has developed a-Clean Air Act
Amendments, Transportation Handbook," which
107
Project Bibliography - NCHRP 8-32 (1 )
contains information that will be helpful to state DOTs in
responding to the CAM requirements. In addition
educational packages have been developed that
provide in depth assessments of the "New
Environment" and "The Role of TCMS.".
3-195. Survey of Intermodal Roadway Pricing.
Small, Ken (University of California-lrvine, Irvine, CA)
and Tony Ibanez~omez (Harvard University,
Cambridge, MA)., In Progress; NCHRP Project 20-5,
Synthesis Topic 24-02.
In view of the increased interest in international
outreach, this synthesis will report on the state of the
practice on congestion pricing and other user fees for
road pricing, focusing on case studies from
international experience that represent present and
proposed applications that may be suitable to the U.S.
The case studies will include the pricing objectives,
implementation methods, equity and privacy issues,
implementation costs, and intergovernmental
coordination. A revised final draft is in preparation.
3-196. Sustainable Transportation: Developing A
Framework for Policy Innovation.
U.S. Department of Transportation, Volpe National
Transportation Systems Center. Cambridge, MA: Dec
14 1993.
The 1992 Rio de Janeiro Earth Summit and the White
House's 1993 formation of the President's Council on
Sustainable Development has sparked interest in
sustainable development. How can sustainable
development be meaningfully linked to transportation?
The purpose of this one day workshop is to enhance
the Department of Transportation's understanding of
the meaning, dimensions, and likely policy implications
of 'sustainability.' Attendees from the research
community, industry, government, and stakeholder
groups in transportation with diverse perspectives and
interests will be invited to participate in a series of
sessions designed to identify and discuss issues that
may underlie new policy directions. Each round table
will be moderated by a different discussion leader who
will open with remarl
OCR for page 109
Section 3- Management Systems
that would be useful to the region's transit, air quality
and transportation planning agencies. One of the goals
of the project was to share results, methodology and
software with the Service Boards
Illinois.
3-200. Transit Corridor Evaluation: A Guide From
a Trade Logistics Management Perspective.
Rebelo, J. and S. Thomas. Transportation Research
Record 1-333. 1992, Pp 36~4.
A methodology to evaluate transt corridors from a trade
logistics management perspective is proposed. The
approach is based on the authors' extensive experience
with transit corridors throughout the world and, more
recently, on a major effort recently completed by the
World Bank to study transit corridors linking landlocked
countries (LLCs) to the sea in West Africa. The need
to quantify the overall benefits and costs to each of the
countnes involved is suggested taking into account
factors that, at first sight, may not seem directly related
to the actual flow of goods but that are perceived by
both shippers and freight forwarders to be major
determinants in the choice of one corridor over another.
Such exogenous factors include but are not limited to
the trucking allocation agreements (Q.9., the
one-third/two-thirds rule) between LLCs and transit
countries, the maritime shipping cad es (e.g., the
UNCTAD 40/40/20 Code of Conduct), customs
procedures, freight forwarding fees, and storage
policies. Proper quantification of net benefits or costs
for each of the countries involved in the transit
movement is probably the first step for serious
negotiations of transit policies, customs, and trade
facilitation procedures between the governments
involved. The periodic estimation of those benefits and
costs may also serve as a deterrent to unilateral
decisions by customs and transport ministries to alter
facilitation procedures without proper assessment of
the economic and financial impact of those changes on
their countries and their imposers or exporters.
3-201. Transportation Action Guide: Fair and
Sustainable Mobility in the 1990's.
Kennedy, R. and S. C. Stuart. (Environmental Defense
Fund, New York, NY and Wisconsin's Environmental
Decade, Madison, Wl). 1993.
This booklet has been written as a guide to action for
those seeking to create a sustainable and fair
transportation future in their own locality and state.
Chapter 1, Fast Facts: What about the Environment
and Equal Access?, examines the following: motor
vehicle emissions (tropospheric ozone, global warming,
acid rain, haze, and carbon monoxide); how motor
vehicles control the landscape (the demise of our Sties,
habitat destruction, and urban runoffs; and the
frequently unmentioned costs of driving. Chapter 2,
The Clean Air Act (CAA): How Does It Work?,
discusses the requirements of the CM and the 1990
CAA Amendments, the National Ambient Air Quality
Standards (NAMES), state air quality implementation
plans (SlPs), transportation control measures, the five
classes of ozone nonattainment, carbon monoxide
nonattainment, PM-10 (particulate matter smaller than
10 micrometers), other clean air actions, CM
conformity, and EPA sanctions. Chapter 3, ISTEA:
NOW Funds, New Planning Requirements, looks at the
funding opportunities and planning requirements in the
Intermodal Surface Transportation Efficiency Act of
1991. Chapter 4, How to Fix It? Fair and Sustainable,
Transportation Toolbox, examines the tools available
for reducing vehicle miles traveled and trips, which
include market-based transportation priding; light rail,
heavy rail, and in between; bikes; buses; demand
management; adjustments to motor vehicles to reduce
their emissions and fuel consumption; improved fuels;
and land use and urban design reforms that reduce the
demand for private motor vehicle transportation.
Chapter 5, Who Does What? City Councils, MPOs,
Legislatures, explains how citizens tired of more
business as usual can exercise countervailing
pressures on local and state officials. Four Appendices
are included: (A) Model Sustainable Planning Policy;
(B) Clean Air and ISTEA Calendar; (C) Resources to
Read and Bibliography; and (D) Resource
Organizations to Call. Also included is a brief index that
defines frequently used acronyms ad provides selected
referenced text listings.
3-202. TransportationJAir Modeling and
Conformity Strategy for the San Joaquin Valley Air
Basin.
Dowling, Richard; Robert reson; Barbara Austin, and
Matthew Boyer. (Dowling Associates, Oakland, CA).
Submitted to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
Califomia.
3-203. Transportation and Air Quality Planning
Guidelines.
Environmental Protection Agency. (Washington, DC).
Jul 1992.
The 1992 Transportation and Air Quality Planning
Guidelines are provided in response to Section 1 08(e)
of the Clean Air Act, as amended November 15, 1990.
The document provides guidelines and guidance to
State and local government officials to assist them in
planning for transportation related emissions reductions
that will contribute to the attainment and maintenance
of the national ambient air quality standards (NMQS)
for ozone, carbon monoxide and particulate matter.
Chapter 1 provides an overview and summary of: the
transportation related provisions of the Clean Air Act
Amendments of 1990 (CMA), the air quality planning
109
Project Bibliography - NCHRP 8-32 (1 )
process, the transportation planning process, and an
overview of the document. Chapter 2 addresses many
of the considerations involved in the planning process
including: development of planning procedures, critical
questions that need to be considered in the planning
process, funding, and public participation. Chapter 3
provides examples of draft planning procedures
proposed by two States and an example memorandum
of understanding from the State of Michigan pursuant
to Section 174 of the CAM. This memorandum
assigns joint responsibilities between the State and the
MPO for planning purposes. Appendix A includes a
list of abbreviations used throughout the text. Appendix
B includes an annotated list of references. Appendix C
includes relevant sections of the CMA. Appendix D
includes relevant sections of transportation laws.
Appendix E includes an expanded summary of
transportation related provisions of the CMA.
Appendix F includes a summary table with the State
submittals and actions required by the Act. Appendix G
contains selected portions of the Intermodal Surface
Transportation Efficiency Act of 1991.
3-204. Transportation Conformity and Demand
Management: Vital Strategies for Clean Air
Attainment.
Replogle, M. (Environmental Defense Fund,
Washington, DC). Apr 30 1993.
This report discusses key issues related to the effect of
the Clean Air Act Amendments of 1990 on
transportation planning and policy in American
metropolitan areas. The transportation conformity
provisions of this Act were intended to ensure that
transportation system investments and policies
contribute to healthful air quality attainment. This will
require significant changes in the strategies used by
most states and local governments to reduce mobile
source air pollution emissions. Strategies which speed
up traffic by expanding cap amity may lead to short term
improvements in air quality, but typically contribute to
long term air quality degradation by stimulating
suburban sprawl and increased automobile travel. A
new strategic focus is needed to ensure long term
attainment and maintenance of healthful air quality.
This will emphasize travel demand management to limit
growth in vehicle miles of travel and number of
automobile trips, increasing accessibility rather than
mobility, and enhancing the freedom of Americans to
meet their daily activity needs without forced
dependence on the automobile. This report discusses
demand management strategies which can enable
state and local governments to meet the requirements
of the Clean Air Act and ensure both productive and
more livable communities. By eliminating hidden
subsidies to the automobile, putting motor vehicle use
on a "pay-as-you-go" principle, and applying advanced
information technologies such as "smart cards" for
automated toll and parking fee collection, market forces
can be reintroduced into transportation to ensure more
efficient consumer choice and infrastructure financing.
Similarly, growth of housing and employment can be
steered into more efficient patterns by eliminating
hidden subsidies which encourage sprawl and by state
and regional coordination of growth management to
meet air quality and other goals. Combinedwith efforts
to create more pedestrian and bicycle friendly
communities, strategic investment in rail and bus
services on reserve rights~f-way to connect suburban
centers to each other, removal of regulatory barriers
which limit taxi and other paratransit services, and the
substitution of communications and information
systems for transportation where feasible, major
reductions in travel demand and emissions can be
achieved in coming years. Together these demand
management strategies could produce reductions in
mobile source emissions on the order of 2.5% or more
a year between now and 2010, meeting CIoan Air Act
conformity requirements.
3-205. Transportation Control Measure Analysis
Tools.
Crawford, Jason A. (Texas A & M University System,
College Station, TX). Submitted to Transportation
Planning Methods Applications Conference, Apr 17
1995, Seattle, Washington.
3-206. Transportation Control Measure (TCM)
Development Program for the Central Puget
Sound Region: A Case Study for Regional Air
Quality Planning.
Roach, Nick (Puget Sound Regional Council, Seattle,
WA); Cathy Stromborn (Parsons Brinckerhoff, Seattle,
WA), and Bob Dulla (Sierra Research, Sacramento,
CA). Submitted to Transportation Planning Methods
Applications Conference, Apr 17 1995, Seattle,
Washington.
Washington.
3-207. Transportation Demand Management: Case
Studies of Medium-Sized Employers.
Rutherford, G. Scott; Shauna 1. Badgett; John M.
Ishimaru, and Stephanie MacLachlan. (University of
Washington, Seattle, WA). Transportation Research
Board 73rd Annual Meeting, Jan 9 1993, Washington,
DC.
In this report the authors explore the effects of various
Transportation Demand Management (TOM) strategies
on single occupancy vehicle (SOY) mode split. They
describe 19 TOM programs implemented by
medium-sized employers (100 to 450 employees) in
several areas of the western United States.
3-208. Transportation Demand Management
Planning in a Moderate Non-Attainment Area.
1
10
Section 3 - Management Systems
Hosek, Jon. (Northeast Ohio Areawide Coordinating
Agency, Cleveland, OH). Submitted to Transportation
Planning Methods Applications Conference, Apr 17
199S, Seattle, Washington.
Ohio.
3-209. Transportation Demand Management:
Promise or Panacea?
Giuliano, Genevieve. Joumal of the Amencan Planning
Association. Summer 1992, Vol. 58, No. 3.
Traffic connection has become a major public policy
issue in U.S. metropolitan areas. Several recent
opinion surveys show that urban residents rank traffic
at the top of the list of problems facing their community
(Cewero 1988; Berry 1988; Public Policy Research
Organization 1989), and congestion is a frequent topic
in the popular press. Faced with inadequate financial
resources for major transportation system
improvements, and often with no consensus regarding
the appropriate mix of new infrastructure, yet expected
to "do something," public decision makers are
increasingly turning toward strategies that attempt to
control or reduce congestion by managing travel
demand. Most recently, air quality concerns have
intensified efforts to control travel demand,
Transportation demand management (TDM) focuses
on reducing peak period traffic by such strategies as
shifting solo drivers to carpools or transit, shifting work
schedules away from traditional peak hours, and
allowing more employees to work at home. This paper
uses case studies of three major TDM efforts to
evaluate the technique's potential effectiveness in
mitigating traffic congestion, or more precisely, in
promoting behavioral change among peak period
commuters that would lead to reduced traffic
congestion. These case studies show that TDM has
had only a small impact on traffic, but has had a
significant impact on workers and their households.
The case studies also demonstrate the conditions
under which travel behavior is most likely to change
and illustrate both the direct and indirect effects of
these changes. Although TDM measures have
become increasingly popular among decision makers,
research is limited on the effectiveness of TDM as a
congestion mitigation strategy and on the impact of
these strategies on workers and their families.
-
3-210. Transportation Management Systems: The
Key to Efficiency.
Kane, A. R. Pacific Rim Transtech Conference
Proceedings. Volumes. American Socetyof Civil
Engineers Third International Conference on
Applications of Advanced Technologies in
Transportation Engineering, Carr, W. P., Editor; Jul 25
1993, Seattle, Washington. Pp 50-56.
The need is noted for the management of current
transportation systems as cost effectively as possible,
and invest efficiently in new capacity to satisfy long-run
requirements. The federal mandate contained in the
Intermodal Surface Transportation Efficiency Act is
discussed. The proposed regulations to address
congestion, intermodal and public transit systems have
certain common requirements: define system scope;
develop performance measures; create data bases;
identify and evaluate alternative strategies; develop an
implementation mechanism; and provide
feedbackJevaluation on implemented actions. Each of
these areas is discussed in some detail in this paper.
3-211. Transportation Service Standard - -As if
People MaUer.
Ewing, R. Transporta~don Research Record 1400.
1993, Pp 10-17.
The land use-transportation system is just that~a
system--but it is seldom planned or managed as such.
Instead, roads are viewed in isolation, and system
performance is measured by levels of service on
individual roadways. Operating speed becomes the
essential element in transportation planning. The
emphasis on speed encourages excess travel and
contributes to urban sprawl, undermining Society's
environmental, energy, and growth management goals.
In Florida and Washington State, the search is on for
better ways to measure transportation system
performance. Adding impetus is the neotraditional
planning movement, which has rejected speed as the
ultimate measure of performance but only hinted at
what might replace it. A paradigm shift in performance
measurement--from speed to personal mobility,
accessibility, livability, and sustainability--is argued.
Alternative performance measures used around the
United States are identified and assessed preGminanty.
Growth management systems of the future will almost
certainly rely on multiple measures, not discarding
speed but giving weight to other considerations as well.
Flonda.
3-212. Transportation System Management: A
Hlghway-Tre-.sh Case Study.
Sierakowski. M~ R. and J. T. Jarzab. Operadons
R9VIQW. Fall 1gg2, 9~1), Pp 5-9.
This artcie describes how highway facilities and transit
operations may be combined in a cost-effective way.
The Illinois State Toll Highway Authonty and Pace, the
Suburban Bus Division of he Regional Transportation
Authority, instituted a modest transportation system
management project in cooperation with the Chicago
Transit Authority and the Village of Rosemont. The
project gives Pace express buses direct access from
the Northwest Tollway to the CTA's River Road rapid
transit station, reducing service running time and
improvingservicereliabilty.Thearticledescribesthe
projects background, and its benefits, and outlines the
potential use of this project as a prototype for future
Pro ject Bibliography - NCHRP 8-32 (1 )
intermodal activities.
Illinois.
3-213. Travel Time Needs of the Congestion
Management System.
Gallagher, James and Efi Pagitsas. (Central
Transportation Planning Staff, Boston, MA). Presented
to Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
The passage of ISTEA and the Clean Air Act is leading
to dramatic shifts in the way transportation planning is
earned out in this country. The process must now be
more inclusive, both of modes and of participants. This
in turn is accelerating the process of change already
taking place within the transportation profession. One
are where the changes will be dramatic is in the
collection and use of data. New types of data Gil be
needed to respond to the multimodal questions new
rising from the planning process. These new data
needs w11 change the way we collect data, will impact
the level of resources devoted to this effort, and will
threaten the voracity of all subsequent actions if the
data collected are not sufficiently robust. This paper is
an attempt to investigate some of these issues within
the context of the Massachusetts Congestion
Management System (CMS). The Massachusetts
CMS might more properly be considered a Mobility
Management System, which has set its goal the
satisfaction of the mobility needs of all Massachusetts
citizens, rather than simply the reduction of congestion
on highways and arterials. This required that a wide
variety of demand management and land use strategies
be considered for mobility enhancement, in addition to
traditional roadway and transit options. Travel time
measured in a variety of forms, has been identified as a
variable which has the ability to express many of these
mobility goals of the Massachusetts CMS. Perhaps not
coincidentally, a wealth of travel time data has been
collected in the Boston metropolitan area in the past
year. A comprehensive survey of the travel and delay
has been carried out using floating car techniques in
the spring and fall of 1994. Eastern Massachusetts in
the summer of 1993 was also one of the three sites
nationwide where the automatic matching of
videotaped license plates was tested as a means of
collecting travel time data - a large sample of travel time
information is available here for a few corndors. finally,
data on spot speed is collected annually as part of the
HPMS program. This available data will be used to
answer a variety of questions. Can the average values
and small sample sizes of the traditional travel time
studies provide useful information for identifying
congestion problems and successful solutions? In
particular, are these results sensitive enough to detect
differences in solutions where the improvements might
be 5 MPH or less? If data rich but expensive
techniques such as license plate matching are needed,
are there solutions to reduce the cost? Can spot
speed information answer the same questions as travel
times? Are improved travel demand models calibrated
to these variables able to provide needed forecasts?
And how important are seasonal, daily, and hourly
variations in travel time for answering policy questions?
Our preliminary investigation of these questions is
presented in this paper. The answers found will, we
hope, provide some guidance on the best practices to
follow in travel time datacollection, and of the
confidence we can have in the use of travel time as a
predictor of CMS strategies impacts.
Massachusetts.
3-214. Trends In Ambient Air Quality: How Clean
in the Air?
Shiftan, Yoram and John Suhrbier. (Cambridge
Systematics, Inc., Cambridge, MA). Submitted to
Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
3-215. Urban Transportation: Reducing Vehicle
Emissions with Transportation Control Measures.
General Accounting Office. (Washington, DC). Aug
1993.
In this report, the General Accounting Office (GAO) (1)
reviews evidence on the effectiveness of transportation
control measures (TCMs) in reducing pollution and (2)
assesses the prospects for implementing TCMs in
areas that have not attained federal air qual ty
standards for ozone and carbon monoxide (CO). To
meet these objectives, among other things, GAO
conducted a nationwide survey of 1 19 metropolitan
planning organizations (MPOs) in ozone and CO
nonattainment areas. Briefly, GAO found the following:
The traditional TCMs listed in the Clean Air Act
Amendments of 1990 (COCA) are projected to reduce
regionwide hydrocarbon and CO emissions from 0 to
5% of total emissions. A strong consensus was found
among transportation planners that TCMs are
complementary programs that will supplement
improvements in emissions technology, cleaner fuel,
and vehicle inspection and maintenance programs.
TCMs will play a growing role in transportation
planning. The Intermodal Surface Transportation
Efficiency Act (ISTEA) and CAM contain funding and
enforcement provisions that will encourage states to
emphasize TCMs in the future. 56% of the surveyed
MPOs stated that TCMs would receive strong
emphasis in their transportation programs in the next 5
years (1993-98~. Only 8% reported that TCMs had
received strong emphasis in their programs during the
last 5 years (1987-92~.
3-216. Using a Data Model in Systems
Development.
Smith, Kelly L. (CASEware Technology, Ogden, LIT).
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Section 3 - Management Systems
integrating Transportation Management Systems into
Transportation Planning and Operations National
Conference Proceedings, Nov 7 1993, Vanderbilt
University, Nashville, Tennessee.
One of the best methods of managing complex
environments, is by utilizing the concepts of modeling.
The use of modeling has been successfully applied in
the manufacturing industry through the use of
Computer Aided Design and Computer Aided
Manufacturing (CAD/CAM). CAD/CAM is used to
develop graphical representation of target products.
This same concept is directly applicable to Information
Systems through Data Modeling with the use of
Computer Aided Software Engineering (CASE) tools.
This presentation will address how a Data Model
reflects the business rules and constraints in a manner
that can be easily and permanently maintained. An
overview of how (CASE) tools are used to enhance
overall quality and productivity through the utilization of
models will be discussed. Mr. Smith will explain how
Data Modeling can streamline the process of
developing or purchasing software. He will
demonstrate how Data Modeling can achieve
consistency in systems development and integration for
future software projects.
3-217. Using Influence Diagrams in Multiattribute
Utility Analysis - Improving Effectiveness through
Improving Communication.
Merkhofer, MIlQY W. (Applied Decision Analysis, Inc.,
Menlo Park, CA). Influence Diagrams for Decision
Analysis, Inference and Prediction, May 9 t911,
Engineering Systems Research Center, University of
California, Berkeley, CA.
3-218. 'Way to Go" TMP - Northeast Ohio.
Sabath, Timothy D. and Bryan T. Groden. (Northeast
Ohio Areawide Coordinating Agency). Submitted to
Transportation Planning Methods Applications
Conference, Apr 17 1995, Seattle, Washington.
Ohio.
3-219. What Has Happened to Carpooling: Trends
in North Carolina, 1980 to 1990.
Hartgen, D. T. and K. C. Bullard. Transportation
Research Record. 1993, Pp 50-59.
County-level trends in mode to work, particularly
carpooling, for all of North Carolina's counties from
1980 to 1 990 are explored. Using 1990 census
information, statistics are computed on the extent and
relative levels of carpooling. These data are related to
changes in demographics, geography, and
accessibility. It was found that as a share of work
travel, and in absolute numbers, carpooling has
declined precipitously in the vast majority of North
Carolina's 100 counties in the last 10 years. Overall,
carpooling dropped by 122,608 workers--more than
32%--whereas totalcommutingincreased24.4°/O. Of
all the counties, only one registered a slight increase in
carpooling during the decade. Carpooling was found to
be highest--more than 25°/O--in counties that are rural
and isolated but within long~istance commutes of
major metropolitan areas, including areas outside of the
state. Carpooling was found to be lowest in major
metropolitan counties and their immediate surrounding
suburban counties. Per capita income levels and
average travel time were found to be the highest
correlates of carpooling: carpooling was found to have
declined most rapidly in first-tier suburban counties that
have increased greatly in accessibility and in per capita
income in the last decade. Declines in carpooling have
shown up as single-occupant automobile drivers rather
than in public transit or other modes. It is concluded
that present programs to encourage carpooling are
misdirected, focusing on urban and suburban markets
where carpooling is relatively low and ignoring
longer~istance rural isolated marketswhere carpooling
is much higher. A restructuring of carpooling programs
to better fit the underlying needs of carpoolers, which
are driven not by commuting costs but by long~istance
job economics, is recommended.
North Carolina.
3-220. What We're Learning in Developing and
Implementing Our Congestion and Intermodal
Management Systems.
Altenstadter, Jim. (Anzona Department of
Transportation, Tucson, AZ). Submitted to
Transportation Planning Methods Applications
Conference, Apr 171995, Seattle, Washington.
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