Relationships Between Airport Activity and Ground Transportation Needs

1998 ◽  
Vol 1622 (1) ◽  
pp. 8-12 ◽  
Author(s):  
Phillip S. Shapiro ◽  
Marcy Katzman
Keyword(s):  
Planning Process ◽  
Federal Aviation Administration ◽  
The United States ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Federal Highway ◽  
Surface Transportation ◽  
Planning Organizations ◽  
Airport Access ◽  
Planning Guide

Shortly after the passage of the Intermodal Surface Transportation Efficiency Act of 1991, the Federal Highway Administration and the Federal Aviation Administration recognized that there was very little guidance available for airport operators and metropolitan planning organizations (MPOs) to use for planning intermodal access to airports in the United States. As a result, the Intermodal Ground Access to Airports: A Planning Guide was developed. This Guide is designed to provide guidance to states, MPOs, and airport operators on the types of analyses that should be performed when airport access is being planned. It describes the airport access planning process and procedures for performing analyses. During the development of the Guide, relationships were developed between the level of originating passengers at American airports and the characteristics of airport access and landside facilities. The types of characteristics that were related to originating passengers included public parking, vehicle trips, terminal curbside design, and mode of access. Some of the relationships that were developed, how they were derived, and their importance to airport access planning are now presented. In addition, some additional relationships that should be developed are suggested.

Transportation Project Programming Process for an Urban Area

1996 ◽  
Vol 1518 (1) ◽  
pp. 42-47
Author(s):  
Guzin Akan ◽  
Stephen Brich
Keyword(s):  
Limited Resources ◽  
Improvement Program ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Surface Transportation ◽  
Planning Organizations ◽  
City Network ◽  
Improvement Programs ◽  
Programming Process ◽  
The City

The Divisions of Transportation in Norfolk, Virginia, has developed a transportation project programming process (TPPP) to identify, evaluate, and priority rank projects to be included in various transportation improvement programs. The process is applicable for all the intersections and transportation corridors within the city network and is intended as an approach to increase safety and alleviate congestion. The process establishes a mechanism for the efficient use of limited resources with formalized coordination and communication among politicians, city administrators, city staff, and citizens. The process identifies and investigates hazardous roadway locations, establishes countermeasures, and sets priorities to correct the hazards identified. The TPPP also tests the identified locations for capacity deficiencies and identifies alternative strategies to reduce or alleviate congestion. The economic development related to those locations is further evaluated. Coordination with local developers, city and regional planners, and citizens groups is an integral part of the process. The product of this process is a prioritized list of recommended projects to be included in the city's capital improvement program and the local metropolitan planning organizations’ transportation improvement program. The products of the TPPP are also used to identify the city's candidate projects to be funded by the Intermodal Surface Transportation Efficiency Act of 1991. The phases of the process and its applications are described.

Is Performance Measurement Improving Planning Practice? The Case of Location Affordability in Long-Range Transportation Plans

2018 ◽  
Vol 2672 (51) ◽  
pp. 31-44
Author(s):  
Ann M. Hartell
Keyword(s):  
Performance Measurement ◽  
Long Range ◽  
Performance Measures ◽  
Planning Process ◽  
The United States ◽  
Planning Practice ◽  
Metropolitan Planning Organizations ◽  
Planning Organizations ◽  
Planning Methods ◽  
Planning Problems

Transportation planning in the United States is moving to widespread use of performance-based planning methods as new federal requirements for metropolitan planning organizations (MPOs) are implemented. In addition to requirements for measures of safety, infrastructure condition, and travel reliability, many MPOs are adopting additional performance measures including those of complex socioeconomic issues. This study explores current planning practice in using a performance-based approach to tackle such an issue: location affordability, defined as an affordable level of combined cost burdens for housing and transportation. A review of long-range transportation plans at 21 large MPOs provides information on how location affordability is represented in regional transportation plans, how it is defined and measured, and how it is integrated into the planning process. The results are interpreted using a theoretical framework designed to help match planning methods to the conditions of a planning situation. The framework, Christensen’s matrix of planning problems, provides insights into the use of performance measures for location affordability and how performance measurement programs can be designed to support more effective planning for this and similarly challenging issues.

Experience of Metropolitan Planning Organizations with Intermodal Surface Transportation Efficiency Act Financial Planning Requirements: Interviews and Analysis

1997 ◽  
Vol 1606 (1) ◽  
pp. 1-8 ◽  
Author(s):  
Elbert R. Bishop ◽  
Christopher Wornum ◽  
Martin Weiss
Keyword(s):  
Financial Planning ◽  
Best Practice ◽  
Coalition Building ◽  
Improvement Program ◽  
Maintenance Costs ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Modal Flexibility ◽  
Surface Transportation ◽  
Planning Organizations

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires metropolitan planning organizations (MPOs) to develop financially constrained metropolitan transportation plans and programs. FHWA officials believed that independent studies were needed if problems with the requirement were to be understood. A summary of findings of those studies along with an analysis by an FHWA official are presented. Financial planning requirements were found to be generally well received. Fiscal constraint requirements can be traumatic, but there is agreement that realistic programs are worth having. Reconciling costs with revenues was found to present MPOs with the most severe difficulties. Allowing contingency projects and revenue sources and smoothing the transportation improvement program amendment process can retain fiscal realism while diminishing the trauma of cost-revenue reconciliation. Underestimation of capital and operating and maintenance costs to balance a plan were found to be probable. Dissemination of “best practice” examples by FHWA and FTA and MPO self-policing appear to be the most likely corrective actions. It was found that few MPOs considered technologies to reduce operations and maintenance costs. Placement of such technologies will be slow. MPO personnel were found to have encountered more constraints than expected in using the modal flexibility provisions of ISTEA. More MPO regional coalition building will be needed to meet flexibility expectations. Despite availability, it was found that FHWA and FTA information, reports, and software concerning nonfederal sources of revenue were not obtained by officials desiring them. MPOs are encouraged to rely more on expert assistance to implement local funding sources.

Major Investment Studies—Hit or MIS?: Southern California Experience

2000 ◽  
Vol 1702 (1) ◽  
pp. 83-91
Author(s):  
Steven A. Yoshizumi ◽  
F. David Freytag
Keyword(s):  
Southern California ◽  
Orange County ◽  
Lessons Learned ◽  
Decision Makers ◽  
Federal State ◽  
Metropolitan Planning Organizations ◽  
Metropolitan Planning ◽  
Surface Transportation ◽  
Planning Organizations ◽  
Regulations And Guidelines

The major investment study (MIS) formally came into being with passage of the 1991 Intermodal Surface Transportation Efficiency Act. Federal, state, metropolitan planning organizations (MPO), and local regulations and guidelines say little about how sponsoring agencies should conduct a MIS. The MPO guidelines even state that “no one size fits all.” But because there are few specific requirements of the MIS process, a lot can be learned from MISs that have been completed. Three MISs were undertaken recently in Southern California: The Corridor (Orange County CenterLine), the Interstate 5 Corridor, and the State Route 22/West Orange County Connection Major Investment Studies. Lessons learned from these three MISs include the following: ( a) The process needs to begin with the identification of problems, not solutions; ( b) it is important to define the roles of the various participating agencies early in the process; ( c) integrating the planning and environmental-analysis processes can simplify the processes and reduce redundancy; ( d) criteria must be relevant to the study area and should differentiate between the alternatives; and ( e) outreach should focus on opinion setters and decision makers to gain worthwhile input and to build consensus. By applying the lessons learned in these three MISs, future corridor studies might achieve the successes and avoid the failures illustrated by these three case studies.

Financially Constraining Washington's Transportation Plan

1996 ◽  
Vol 1518 (1) ◽  
pp. 38-41
Author(s):  
Brian Ziegler ◽  
Eric Meale
Keyword(s):  
Long Range ◽  
Washington State ◽  
Metropolitan Planning Organizations ◽  
The Past ◽  
Revenue Sources ◽  
Metropolitan Planning ◽  
Surface Transportation ◽  
Historical Pattern ◽  
Planning Organizations ◽  
Transportation Plan

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires states and metropolitan planning organizations (MPOs) to develop long-range transportation plans. These plans must be financially realistic and be based on available revenues. In the past, states and MPOs have not forecast transportation revenues beyond 6 years. The ISTEA requirements prompt the need for new approaches to forecasting revenue. An approach adopted by Washington State in developing its financially constrained 20-year plan for state highways is presented. The methodology predicts a revenue stream based on no changes in revenue sources or levels (called current law). The methodology also forecasts a revenue stream assuming a historical pattern of transportation revenue increases. In Washington State, the current law forecast will fund about one-third of the 20-year needs on state highways. The historical trend forecast will fund about two-thirds of these needs.

Toward the Development of a Unified Process and Methodology Guide for Environmental Justice Analysis in Planning and Programming

2021 ◽  
pp. 036119812110288
Author(s):  
Eliot Benman ◽  
David Aimen
Keyword(s):  
Environmental Justice ◽  
Low Income ◽  
Transportation Planning ◽  
Technical Assistance ◽  
Planning Process ◽  
Lessons Learned ◽  
Metropolitan Planning Organizations ◽  
South Central ◽  
Planning Organizations ◽  
Analytical Approaches

Federal Environmental Justice directives require transportation agencies responsible for planning and programming federal funds, including state departments of transportation and metropolitan planning organizations (MPOs), to identify and address disproportionately high and adverse human health and environmental impacts on minority and low-income populations. Despite issuance of federal and state guidance and training programs, many MPOs nationwide continue to seek clarity on effective environmental justice (EJ) approaches and procedural considerations. The South Central Pennsylvania Unified EJ Process and Methodology study was a year-long effort undertaken by a consortium of MPOs in Pennsylvania Department of Transportation (PennDOT) District 8 to identify a unified and replicable approach to implementing EJ in transportation planning. PennDOT, Federal Highway Administration PA Division, and Federal Transit Administration Region III provided technical assistance and support to the effort. The consortium engaged a technical assistance consultant to facilitate a collaborative process to identify a process framework, a set of analytical methodologies, and effective strategies for advancing EJ in the regional transportation planning process. The study demonstrated a model for convening regional, state, and federal partners to reach consensus around an effective EJ process and methodology. This paper provides an overview of the study process, findings related to the concerns of the participating MPOs, and a brief description of the recommended analytical approaches. The paper discusses lessons learned during the course of the study and considers additional work required to further enhance the EJ process.

Applications of FTA National Transit Data Base for the Intermodal Surface Transportation Efficiency Act Management System Requirements

1996 ◽  
Vol 1521 (1) ◽  
pp. 45-48
Author(s):  
William M. Lyons ◽  
John Collura ◽  
Sean Libberton ◽  
Paul Branch
Keyword(s):  
Data Base ◽  
Public Transportation ◽  
Management System ◽  
Planning Process ◽  
Management Systems ◽  
Transit Systems ◽  
Multimodal Transportation ◽  
Metropolitan Planning ◽  
Surface Transportation ◽  
And Performance

The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires states in conjunction with metropolitan planning organizations (MPOs) to develop, establish, and implement several systems to better manage and improve the efficiency of transportation infrastructure. Among other things, the National Highway System Designation Act of 1995 allows states not to implement one or more of the ISTEA management systems. Although the management systems are now optional, FHWA and FTA continue to believe that the management and monitoring of the performance and condition of the multimodal transportation system should remain an important element of statewide and metropolitan planning. How FTA's National Transit Data Base (NTD) can provide an important source of information as agencies develop the ISTEA management systems or similar mechanisms for managing and monitoring transit facilities and equipment is analyzed. NTD, which contains information on the financial and nonfinancial operations, system performance, and equipment of national public transit systems, is used primarily by transit operators and others in the transit industry. How NTD can contribute to development and operations of the Public Transportation Management System as well as the Congestion and other management systems is discussed. Development of applications for ISTEA management systems, or for similar planning tools, broadens applications of NTD beyond its transit customer base to aid states and MPOs. By contributing comprehensive transit data to systems for managing and monitoring condition and performance of multimodal transportation, NTD can improve representation of transit needs and performance in the ISTEA planning process.

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