The document describes the development of a performance-based planning framework for the Chattanooga 2040 Regional Transportation Plan. Stakeholders advocated for both local, community investments and larger regional investments. Rather than prioritize one over the other, the framework balanced consideration of both community and regional needs. Goals and objectives were organized by community, community-to-region, and region-to-region scales. Performance measures were weighted differently for each scale. This allowed fairer evaluation and ranking of projects across modes and scales, leading to a balanced investment package addressing multiple priorities.
The document discusses advancing transportation planning to incorporate operations. It provides an overview of an objectives-driven, performance-based approach to developing transportation plans that include operations goals, measurable objectives, performance measures, and management and operations strategies. The approach involves collaboration between planners and operators to identify needs, strategies, and select strategies to include in long-range transportation plans. It also describes resources for transportation agencies on using this approach, including case studies and a model plans desk reference.
The document provides an overview and update on PLAN 2040, the long-range transportation plan for metro Atlanta. Key points:
- PLAN 2040 is updated every 4 years by the Atlanta Regional Commission to align with changing federal, state, and local priorities and financial realities.
- The current update is expected to be approved in early 2014 and incorporates changes from MAP-21, state plans, and local project updates.
- Financial challenges include declining property tax revenues, sales tax receipts, and motor fuel taxes compared to pre-recession levels.
The document outlines an evaluation framework for prioritizing transit investment opportunities through 2050 for the Central Ohio Transit Authority (COTA). The framework includes a two-tiered evaluation process. Tier 1 will evaluate and screen high capacity transit corridors based on criteria tied to community values like connectivity, equity, growth, and sustainability. Corridors will be rated high, medium, or low. Tier 2 will evaluate specific transit projects within prioritized corridors. The framework is intended to identify a prioritized list of projects that advance regional goals and can be well-positioned for federal funding.
Lewis Grimm, of the Federal Lands Highway Eastern Division of the Federal Highway Administration, at the 2012 National Rural Transportation Conference.
The document discusses Michigan's Transportation Alternatives (TA) program under MAP-21. It outlines the program's goals of efficiently using funds, implementing quality projects with local support, and transitioning existing Transportation Enhancement and Safe Routes to School projects. The program will maintain support for initiatives like placemaking and trails. It will collaborate with MPOs to meet goals while facing challenges of less funding and more eligible activities. Lessons from Michigan's 20-year Transportation Enhancements program will help ensure a successful TA program through partnerships and understanding project requirements.
SIVA project_Recommendation paper on infrastructure mapping (A531)Sivaul
SIVA project, University of Ljubljana, July 2014
Report on common policy approaches and suggested measures to integrate infrastructure mapping and availability prerequisites in network deployment and civil engineering construction works.
www.siva-project.eu
The Moving Ahead for Progress in the 21st Century Act (MAP-21):
- Provides over $105 billion in funding for surface transportation programs for fiscal years 2013-2014.
- Transforms the policy and programmatic framework for transportation infrastructure investments to guide growth.
- Creates a streamlined, performance-based program to address challenges like safety, infrastructure condition, congestion, freight movement, environment, and project delays.
The document discusses advancing transportation planning to incorporate operations. It provides an overview of an objectives-driven, performance-based approach to developing transportation plans that include operations goals, measurable objectives, performance measures, and management and operations strategies. The approach involves collaboration between planners and operators to identify needs, strategies, and select strategies to include in long-range transportation plans. It also describes resources for transportation agencies on using this approach, including case studies and a model plans desk reference.
The document provides an overview and update on PLAN 2040, the long-range transportation plan for metro Atlanta. Key points:
- PLAN 2040 is updated every 4 years by the Atlanta Regional Commission to align with changing federal, state, and local priorities and financial realities.
- The current update is expected to be approved in early 2014 and incorporates changes from MAP-21, state plans, and local project updates.
- Financial challenges include declining property tax revenues, sales tax receipts, and motor fuel taxes compared to pre-recession levels.
The document outlines an evaluation framework for prioritizing transit investment opportunities through 2050 for the Central Ohio Transit Authority (COTA). The framework includes a two-tiered evaluation process. Tier 1 will evaluate and screen high capacity transit corridors based on criteria tied to community values like connectivity, equity, growth, and sustainability. Corridors will be rated high, medium, or low. Tier 2 will evaluate specific transit projects within prioritized corridors. The framework is intended to identify a prioritized list of projects that advance regional goals and can be well-positioned for federal funding.
Lewis Grimm, of the Federal Lands Highway Eastern Division of the Federal Highway Administration, at the 2012 National Rural Transportation Conference.
The document discusses Michigan's Transportation Alternatives (TA) program under MAP-21. It outlines the program's goals of efficiently using funds, implementing quality projects with local support, and transitioning existing Transportation Enhancement and Safe Routes to School projects. The program will maintain support for initiatives like placemaking and trails. It will collaborate with MPOs to meet goals while facing challenges of less funding and more eligible activities. Lessons from Michigan's 20-year Transportation Enhancements program will help ensure a successful TA program through partnerships and understanding project requirements.
SIVA project_Recommendation paper on infrastructure mapping (A531)Sivaul
SIVA project, University of Ljubljana, July 2014
Report on common policy approaches and suggested measures to integrate infrastructure mapping and availability prerequisites in network deployment and civil engineering construction works.
www.siva-project.eu
The Moving Ahead for Progress in the 21st Century Act (MAP-21):
- Provides over $105 billion in funding for surface transportation programs for fiscal years 2013-2014.
- Transforms the policy and programmatic framework for transportation infrastructure investments to guide growth.
- Creates a streamlined, performance-based program to address challenges like safety, infrastructure condition, congestion, freight movement, environment, and project delays.
This document provides an overview and recommendations regarding Toronto's transit network plan update and financial strategy. Key points include:
- City Council directed continuing planning for projects like SmartTrack and the Eglinton West LRT. The Province requested a funding commitment for SmartTrack by November 30th.
- The report recommends Council adopt a Summary Term Sheet outlining cost- and revenue-sharing terms between the City and Province for projects like SmartTrack, Regional Express Rail, and LRT lines.
- A funding and financing strategy is proposed for the City's $2.01 billion share of SmartTrack, relying on sources like tax increment financing, development charges, and potential property tax increases.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see
Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
This document summarizes a meeting to discuss the final 2040 Regional Transportation Plan for the Chattanooga-Hamilton County area. It outlines the growth in population and jobs expected, the public outreach process, need for a new investment approach, a proposed "Community to Region" framework for prioritizing projects, performance measures and project scoring/ranking methodology, key outcomes including doubling funding for maintenance and active transportation, and next steps around integrating land use and transportation planning.
This document summarizes a stakeholder advisory group meeting about the Relief Line transit project in Toronto. It introduces the purpose and role of the advisory group in providing input to the city on potential station locations and evaluation criteria. It then discusses the coordination of the Relief Line with other transit projects and studies. Key dates for related transit studies are also presented. The document summarizes existing congestion issues on Toronto's transit network and how the Relief Line could help address them. Potential station location options and evaluation criteria are discussed. Next steps include finalizing the evaluation criteria and further assessing station areas and corridors.
The document presents a conceptual financial plan proposal for implementing rapid transit corridors in Miami-Dade County, Florida according to the SMART plan. It proposes using existing local revenues to fund initial rapid transit service on dedicated lanes for the North and South corridors at a cost of $534 million. This would begin service in 3 years. It also discusses options to expand service to other corridors, such as the Kendall corridor, that would require additional funding beyond what is currently dedicated to transportation. The plan is an important step towards realizing the vision of the SMART plan through incremental implementation of initial rapid transit services based on existing local revenues.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see
Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
This document provides an executive summary of the 2040 Metropolitan Transportation Plan for the Hattiesburg Urbanized Area. It summarizes the planning process used to develop the plan, including establishing a vision, assessing current system performance, forecasting future needs, and conducting a financial analysis. Key aspects of the current transportation system are described, such as roadway and transit conditions. The plan identifies transportation needs over the next 25 years and prioritizes projects for inclusion in the fiscally constrained plan based on criteria like reducing travel delay and improving safety.
Environmental and Social Management Framework (ESMF) - Karachi Neighborhood I...zubeditufail
Directorate of Urban Policy & Strategic Planning, Planning & Development Department, Government of Sindh
Karachi Neighborhood Improvement Project
Environmental and Social Management Framework (ESMF)
February 2017
The document discusses Virginia's rural transportation planning program and the development of rural long-range transportation plans (RLRPs). It provides background on the program and funding for rural planning districts. It outlines the objectives, process, benefits and keys to success of developing RLRPs. RLRPs are developed through public outreach and aim to identify priorities and improvements to enhance safety, mobility and economic opportunities in rural areas of Virginia.
This document discusses performance measures for highway capacity decision making. It outlines national goals in the Moving Ahead for Progress in the 21st Century Act related to safety, infrastructure condition, congestion, and more. It then discusses the KYOVA Interstate Planning Commission's use of performance measures from its metropolitan transportation plan, congestion management process, and spatial decision support system. Finally, it presents a case study on North Carolina's prioritization process, which uses benefit-cost criteria and travel time savings analysis to evaluate highway projects. There is an opportunity to integrate microsimulation modeling into KYOVA's project prioritization similarly.
The Senate Environment and Public Works Committee proposed a six-year, $260 billion highway reauthorization bill. Key provisions include establishing a $2 billion National Freight Program, a $400 million permanent Projects of National and Regional Significance program, and streamlining project delivery requirements. The bill also requires research on alternative funding options for the Highway Trust Fund and authorizes $125 million annually for transportation best practice awards. However, the Senate Finance Committee must identify $100 billion in additional revenues to supplement the Highway Trust Fund to maintain current investment levels under the proposal.
myRide: A Real-Time Information System for the Carnegie Mellon University Shu...Karen Mesko
http://myride.heinz.cmu.edu
myRide is a real-time transit information system for the Carnegie Mellon University Shuttle. It was built by Heinz College graduate students in the fall of 2009. The pilot will end in December 2009, but the website (http://myride.heinz.cmu.edu) will remain up as we work to make myRide a permanent system at Carnegie Mellon.
Performance Measurement in Rural CaliforniaRPO America
Nevada County is located in northern California, 60 miles from Sacramento and 150 miles from San Francisco. This document discusses the use of performance measures in transportation planning, particularly for rural counties. It analyzes pavement condition data from rural counties, finding their average pavement condition index is 58 compared to the statewide average of 66. It also finds that with existing funding, the average pavement condition will drop to 42 by 2034, with $6.7-8.1 billion in deferred maintenance. The funding shortfall to achieve a target pavement condition of 68 is $4.2 billion. It recommends developing standardized performance measures tailored for small and rural areas.
The document provides an overview and updates on changes to US federal transportation policy under MAP-21. Key points include clarification on the mandatory sidepath law, increases to Transportation Alternatives and CMAQ funding, the reinstatement of the ban on new SOV lanes using CMAQ funds, and next steps for advocates to provide input and ensure bicycle and pedestrian projects are included in implementation at the state and local level.
The document provides guidance for applicants to the Broadband Technology Opportunities Program (BTOP) on developing successful applications. It outlines key changes to the Round 2 application, factors for a strong project purpose, benefits, viability and budget. Applicants should demonstrate a clear problem, benefits linked to the solution, and feasibility of their solution. They should also show long-term sustainability, reasonable budgets, and community involvement. The document provides best practices and success factors for different project types including infrastructure, public computer centers, and adoption projects.
This document presents the strategic plan for the Local and Tribal Technical Assistance Program (LTAP/TTAP) administered by the Federal Highway Administration. The plan outlines the program's vision, mission, focus areas of safety, infrastructure management, workforce development, and organizational excellence. It describes how the 58 LTAP/TTAP centers deliver training and technical assistance to local agencies. The plan also discusses performance measurement and data analysis that FHWA uses to evaluate the national program and identify opportunities to improve services for local transportation agencies.
The document provides an update on progress and next steps for a project aimed at developing a methodology and toolkit to help cities improve their water governance and resilience. Fieldwork conducted in 5 cities identified user needs and priorities for tool functionalities. Based on engagement, 3 key functionalities were prioritized for the initial tool: 1) Stakeholder Mapping, 2) Governance Functions Table, and 3) Organization/Program Links Circle. These functionalities will map the water system, roles and responsibilities, and identify governance gaps. Feedback on prototypes will be collected at an upcoming event to finalize the tool for broader use by cities.
The document provides a critique of the City of Portland, Oregon's FY 2014-2015 adopted budget. It finds that the budget follows best practices recommended by the Government Finance Officers Association (GFOA), including establishing broad goals, developing financial plans to achieve goals, developing a budget consistent with plans, and monitoring performance. The budget is highly transparent, defines terms, and clearly shows funding allocations with graphs. It adheres to GFOA's four-part budget process and monitors goals quantitatively. The only minor critique is a suggestion to provide more project-level details.
This document summarizes a research paper on transit-oriented development (TOD). It begins by defining TOD as compact, mixed-use development within 500-800 meters of transit stations to enable non-motorized transport. It then reviews literature on integrating transportation and land use, and discusses TOD's emergence in the US and Europe. Challenges to implementing TOD include transit design/location, community concerns, zoning not being transit-friendly, and higher development costs/risks. Strategies discussed to incorporate affordable housing in TODs include inclusionary zoning with density bonuses, and establishing a special purpose vehicle to coordinate agencies and facilitate public-private partnerships. The conclusion reiterates arguments for TOD as an alternative
This document discusses opportunities to improve major transportation projects in the Bay Area through two initiatives:
1. Transit 2050+, a connected network plan that would establish a long-term vision and priorities for regional transit to guide project selection.
2. The Major Project Advancement Policy (MAP) used by MTC to sequence funding for large projects. The MAP could be strengthened over time through progressive stage gates to better manage risks and ensure policy alignment as projects develop.
Regional planning efforts should focus first on developing a service-based vision through Transit 2050+ before prioritizing individual projects to deliver that vision. Close coordination is needed between Transit 2050+ and the MAP to advance the right projects. Advocacy
1. The document discusses how the Chicago region has fallen behind in capitalizing on its existing transit and freight infrastructure to encourage development around those systems. It outlines how Priority Development Areas (PDAs) could help target infrastructure improvements to spur investment in areas designated for infill development in local plans.
2. It describes transit-oriented development and how the Chicago region has planned for such development through hundreds of local plans but faced challenges with slow implementation.
3. The report recommends that PDAs could help standardize funding criteria across public programs to make it easier for communities to bundle funding sources and speed implementation of local development plans around transit.
This document provides an overview and recommendations regarding Toronto's transit network plan update and financial strategy. Key points include:
- City Council directed continuing planning for projects like SmartTrack and the Eglinton West LRT. The Province requested a funding commitment for SmartTrack by November 30th.
- The report recommends Council adopt a Summary Term Sheet outlining cost- and revenue-sharing terms between the City and Province for projects like SmartTrack, Regional Express Rail, and LRT lines.
- A funding and financing strategy is proposed for the City's $2.01 billion share of SmartTrack, relying on sources like tax increment financing, development charges, and potential property tax increases.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see
Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
This document summarizes a meeting to discuss the final 2040 Regional Transportation Plan for the Chattanooga-Hamilton County area. It outlines the growth in population and jobs expected, the public outreach process, need for a new investment approach, a proposed "Community to Region" framework for prioritizing projects, performance measures and project scoring/ranking methodology, key outcomes including doubling funding for maintenance and active transportation, and next steps around integrating land use and transportation planning.
This document summarizes a stakeholder advisory group meeting about the Relief Line transit project in Toronto. It introduces the purpose and role of the advisory group in providing input to the city on potential station locations and evaluation criteria. It then discusses the coordination of the Relief Line with other transit projects and studies. Key dates for related transit studies are also presented. The document summarizes existing congestion issues on Toronto's transit network and how the Relief Line could help address them. Potential station location options and evaluation criteria are discussed. Next steps include finalizing the evaluation criteria and further assessing station areas and corridors.
The document presents a conceptual financial plan proposal for implementing rapid transit corridors in Miami-Dade County, Florida according to the SMART plan. It proposes using existing local revenues to fund initial rapid transit service on dedicated lanes for the North and South corridors at a cost of $534 million. This would begin service in 3 years. It also discusses options to expand service to other corridors, such as the Kendall corridor, that would require additional funding beyond what is currently dedicated to transportation. The plan is an important step towards realizing the vision of the SMART plan through incremental implementation of initial rapid transit services based on existing local revenues.
Do not include any personal information as all posted material on this site is considered to be part of a public record as defined by section 27 of the Municipal Freedom of Information and Protection of Privacy Act.
We reserve the right to remove inappropriate comments. Please see
Terms of Use for City of Toronto Social Media Sites at http://www.toronto.ca/e-updates/termsofuse.htm.
This document provides an executive summary of the 2040 Metropolitan Transportation Plan for the Hattiesburg Urbanized Area. It summarizes the planning process used to develop the plan, including establishing a vision, assessing current system performance, forecasting future needs, and conducting a financial analysis. Key aspects of the current transportation system are described, such as roadway and transit conditions. The plan identifies transportation needs over the next 25 years and prioritizes projects for inclusion in the fiscally constrained plan based on criteria like reducing travel delay and improving safety.
Environmental and Social Management Framework (ESMF) - Karachi Neighborhood I...zubeditufail
Directorate of Urban Policy & Strategic Planning, Planning & Development Department, Government of Sindh
Karachi Neighborhood Improvement Project
Environmental and Social Management Framework (ESMF)
February 2017
The document discusses Virginia's rural transportation planning program and the development of rural long-range transportation plans (RLRPs). It provides background on the program and funding for rural planning districts. It outlines the objectives, process, benefits and keys to success of developing RLRPs. RLRPs are developed through public outreach and aim to identify priorities and improvements to enhance safety, mobility and economic opportunities in rural areas of Virginia.
This document discusses performance measures for highway capacity decision making. It outlines national goals in the Moving Ahead for Progress in the 21st Century Act related to safety, infrastructure condition, congestion, and more. It then discusses the KYOVA Interstate Planning Commission's use of performance measures from its metropolitan transportation plan, congestion management process, and spatial decision support system. Finally, it presents a case study on North Carolina's prioritization process, which uses benefit-cost criteria and travel time savings analysis to evaluate highway projects. There is an opportunity to integrate microsimulation modeling into KYOVA's project prioritization similarly.
The Senate Environment and Public Works Committee proposed a six-year, $260 billion highway reauthorization bill. Key provisions include establishing a $2 billion National Freight Program, a $400 million permanent Projects of National and Regional Significance program, and streamlining project delivery requirements. The bill also requires research on alternative funding options for the Highway Trust Fund and authorizes $125 million annually for transportation best practice awards. However, the Senate Finance Committee must identify $100 billion in additional revenues to supplement the Highway Trust Fund to maintain current investment levels under the proposal.
myRide: A Real-Time Information System for the Carnegie Mellon University Shu...Karen Mesko
http://myride.heinz.cmu.edu
myRide is a real-time transit information system for the Carnegie Mellon University Shuttle. It was built by Heinz College graduate students in the fall of 2009. The pilot will end in December 2009, but the website (http://myride.heinz.cmu.edu) will remain up as we work to make myRide a permanent system at Carnegie Mellon.
Performance Measurement in Rural CaliforniaRPO America
Nevada County is located in northern California, 60 miles from Sacramento and 150 miles from San Francisco. This document discusses the use of performance measures in transportation planning, particularly for rural counties. It analyzes pavement condition data from rural counties, finding their average pavement condition index is 58 compared to the statewide average of 66. It also finds that with existing funding, the average pavement condition will drop to 42 by 2034, with $6.7-8.1 billion in deferred maintenance. The funding shortfall to achieve a target pavement condition of 68 is $4.2 billion. It recommends developing standardized performance measures tailored for small and rural areas.
The document provides an overview and updates on changes to US federal transportation policy under MAP-21. Key points include clarification on the mandatory sidepath law, increases to Transportation Alternatives and CMAQ funding, the reinstatement of the ban on new SOV lanes using CMAQ funds, and next steps for advocates to provide input and ensure bicycle and pedestrian projects are included in implementation at the state and local level.
The document provides guidance for applicants to the Broadband Technology Opportunities Program (BTOP) on developing successful applications. It outlines key changes to the Round 2 application, factors for a strong project purpose, benefits, viability and budget. Applicants should demonstrate a clear problem, benefits linked to the solution, and feasibility of their solution. They should also show long-term sustainability, reasonable budgets, and community involvement. The document provides best practices and success factors for different project types including infrastructure, public computer centers, and adoption projects.
This document presents the strategic plan for the Local and Tribal Technical Assistance Program (LTAP/TTAP) administered by the Federal Highway Administration. The plan outlines the program's vision, mission, focus areas of safety, infrastructure management, workforce development, and organizational excellence. It describes how the 58 LTAP/TTAP centers deliver training and technical assistance to local agencies. The plan also discusses performance measurement and data analysis that FHWA uses to evaluate the national program and identify opportunities to improve services for local transportation agencies.
The document provides an update on progress and next steps for a project aimed at developing a methodology and toolkit to help cities improve their water governance and resilience. Fieldwork conducted in 5 cities identified user needs and priorities for tool functionalities. Based on engagement, 3 key functionalities were prioritized for the initial tool: 1) Stakeholder Mapping, 2) Governance Functions Table, and 3) Organization/Program Links Circle. These functionalities will map the water system, roles and responsibilities, and identify governance gaps. Feedback on prototypes will be collected at an upcoming event to finalize the tool for broader use by cities.
The document provides a critique of the City of Portland, Oregon's FY 2014-2015 adopted budget. It finds that the budget follows best practices recommended by the Government Finance Officers Association (GFOA), including establishing broad goals, developing financial plans to achieve goals, developing a budget consistent with plans, and monitoring performance. The budget is highly transparent, defines terms, and clearly shows funding allocations with graphs. It adheres to GFOA's four-part budget process and monitors goals quantitatively. The only minor critique is a suggestion to provide more project-level details.
This document summarizes a research paper on transit-oriented development (TOD). It begins by defining TOD as compact, mixed-use development within 500-800 meters of transit stations to enable non-motorized transport. It then reviews literature on integrating transportation and land use, and discusses TOD's emergence in the US and Europe. Challenges to implementing TOD include transit design/location, community concerns, zoning not being transit-friendly, and higher development costs/risks. Strategies discussed to incorporate affordable housing in TODs include inclusionary zoning with density bonuses, and establishing a special purpose vehicle to coordinate agencies and facilitate public-private partnerships. The conclusion reiterates arguments for TOD as an alternative
This document discusses opportunities to improve major transportation projects in the Bay Area through two initiatives:
1. Transit 2050+, a connected network plan that would establish a long-term vision and priorities for regional transit to guide project selection.
2. The Major Project Advancement Policy (MAP) used by MTC to sequence funding for large projects. The MAP could be strengthened over time through progressive stage gates to better manage risks and ensure policy alignment as projects develop.
Regional planning efforts should focus first on developing a service-based vision through Transit 2050+ before prioritizing individual projects to deliver that vision. Close coordination is needed between Transit 2050+ and the MAP to advance the right projects. Advocacy
1. The document discusses how the Chicago region has fallen behind in capitalizing on its existing transit and freight infrastructure to encourage development around those systems. It outlines how Priority Development Areas (PDAs) could help target infrastructure improvements to spur investment in areas designated for infill development in local plans.
2. It describes transit-oriented development and how the Chicago region has planned for such development through hundreds of local plans but faced challenges with slow implementation.
3. The report recommends that PDAs could help standardize funding criteria across public programs to make it easier for communities to bundle funding sources and speed implementation of local development plans around transit.
The document is a letter submitted by the American Road and Transportation Builders Association (ARTBA) providing comments on the U.S. Department of Transportation's proposed rules for implementing the Moving Ahead for Progress in the 21st Century Act (MAP-21). ARTBA represents 6,000 members involved in planning, designing, constructing, and maintaining transportation infrastructure. The letter makes several recommendations, including that DOT should focus on implementing the specific goals outlined in MAP-21, establish performance measures tied to these goals, improve transparency and accountability in reporting project benefits to taxpayers, and integrate transportation planning with the environmental review process to reduce delays.
SENSITIZATION TRAINING ON MID-TERM REVIEW.pptxGEORGEKABONGAH1
This document provides information about a sensitization training on the mid-term review of Kisumu County's second integrated development plan. The training is intended to introduce sub-county administrators and field officers to their role in the review process. Specifically, they will be trained on focus group discussion guides, common data sources and quality issues, and identifying focus group participants. The mid-term review will assess progress against goals from July 2018 to June 2020, identifying lessons learned and needed adjustments to improve performance and delivery on indicators.
Transportation Alternatives Program (TAP): The Regional Role in Project Selec...RPO America
Presentation by Katie Caskey, Minnesota Department of Transportation; and Josh Pearson, Region 9 Development Commission, at the 2014 National Rural Transportation Conference.
A Renaissance Planning presentation on mobility fees. Mobility fees are a transportation system charge on development that allows local governments to assess the proportionate cost of transportation improvements needed to serve the demand generated by new development projects. Whereas older methods of charging developers only allow for specific roadway improvement, mobility fees allow for funding transit and other multi-modal improvements.
Georgia DOT projects funded by the Transportation Investment Act (TIA). Middle Georgia districts passed, but North Georgia and South Georgia districts will be on the ballot again soon.
Preparing Plans for Future OpportunitiesRPO America
The document provides information on several new and existing USDOT grant programs focused on rural transportation infrastructure, including:
- The new Safe Streets and Roads for All program which funds the development and implementation of safety action plans.
- The expanded Bridge Investment Program which allocates $12.5 billion over 5 years to improve bridge conditions.
- The new Railroad Crossing Elimination Program which provides $5.5 billion over 5 years for grade separation and safety improvement projects.
- Other programs like Reconnecting Communities Pilot, Ferry Service for Rural Communities, and Culvert Removal, Replacement, and Restoration which address specific rural transportation needs.
Session 7b: Part I- Decarbonising urban transport - WBOECD Environment
The document discusses urban transport challenges in Indonesian cities and proposes strategies for low carbon mobility. Key points:
1) Indonesian cities face major congestion problems that hinder economic growth due to rapid motorization, low public transport usage, and lack of transit infrastructure. This leads to large economic losses and emissions increases annually.
2) Sub-national governments lack capacity to address urban mobility problems on their own. A national urban mobility policy and mass transit program are needed to support cities.
3) The World Bank proposes an "Avoid-Shift-Improve" framework focusing on shifting trips to public transit, walking, and cycling to significantly reduce emissions by 2040. Prioritizing mass transit development,
The need for a multi-faceted appraisal framework for major public transport i...Tristan Wiggill
A presentation by transport economist, Andrew Marsay, delivered at the i-Transport UATP Conference and Exhibition held at the Sandton Convention Centre, 20 June 2018.
This document summarizes the development of the 2040 Regional Transportation Plan for the Chattanooga region. Key aspects included establishing goals through public outreach, developing a three-tiered evaluation framework to balance regional and community needs, and conducting a performance-based project prioritization. This led to outcomes like doubling funding for biking/walking and system preservation, and identifying strategic road and transit expansion projects. The process aimed to provide a flexible, context-sensitive approach to better match solutions to needs across different geographic scales.
Ericsson - Transforming to a networked society mk1 2Ade Ed Camngca
The document provides guidance for developing national broadband policies and strategies to support digital transformation. It recommends taking a holistic ecosystem approach that considers both supply-side infrastructure and demand-side adoption policies. Key steps include assessing national e-readiness, ensuring stakeholder input, addressing both access and speeds, and promoting policies that develop the digital skills and absorptive capacity needed to maximize broadband's economic and social impacts. Addressing both supply and demand is important, as the impacts of broadband depend on complementary factors and differ across economies. International experience also shows that universal access and inclusion policies are important to achieve broad-based transformation.
The presentation provides an evaluation of adherence to constitutional values and principles in South African public administration based on the work of the Public Service Commission. It finds that while laws and regulations have been established, there has been less focus on internalizing values within public servants. As a result, public administration remains overly rules-driven rather than values-driven, prioritizing compliance over responsiveness. This has contributed to limited innovation and a disconnect between institutions and citizens. Overall, it concludes that greater efforts are needed to shift the character and form of the public service towards a more developmental orientation.
Rural Planning Organizations (RPOs) were established in North Carolina beginning in 2001 to assist the North Carolina Department of Transportation (NCDOT) in transportation planning for rural areas outside of Metropolitan Planning Organization (MPO) boundaries. There are currently 20 RPOs across the state, each made up of 3-15 contiguous counties with a population over 50,000. RPOs are responsible for developing regional transportation plans, prioritizing projects for the State Transportation Improvement Program, and providing a public forum for transportation issues. They receive annual planning funds from NCDOT and are governed by a Transportation Advisory Committee that includes local elected officials. Two examples of projects undertaken by RPOs are a NC 107 corridor study in South
Transforming Transportation 2015: Smart Cities for Shared Prosperity is the annual conference co-organized by the World Resources Institute and the World Bank.
A presentation by Mr Bill Cameron (Director: Public Transport: DOT) at the Transport Forum Month of Transport Celebrations 1 October 2015 hosted by University of Johannesburg. The theme for the event was: "Trends in Policy Development for Transport" and the topic for the presentation was: "Policy Conundrums in Urban Transport."
More like this on www.transportworldafrica.co.za
This document provides capital improvement plan proposals for the Town of Stonington, Connecticut for 2017-2018. It includes 11 town-wide proposals and 9 area-specific proposals. The town-wide proposals focus on developing plans and studies for biking/walking, signage, facilities, and sea level rise. The area-specific proposals focus on streetscape improvements and infrastructure in neighborhoods like Coogan Boulevard, Mystic, Pawcatuck, and gateways to town. If funded, the proposals aim to implement goals of the town's Plan of Conservation and Development.
This document discusses transit-oriented development (TOD) at multiple levels - regional, corridor, station area, and site. At the regional level, it emphasizes the importance of establishing a regional vision through partnerships and stakeholder engagement. Examples from Seattle and Denver showcase regional TOD goals, policies, system plans, implementation approaches, and monitoring. The corridor level discusses successful partnerships along the Rosslyn-Ballston corridor in Arlington, VA and financing strategies for multiple stations in Dallas. At the station area level, the Fruitvale Transit Village in Oakland is highlighted for its intensive community involvement. Finally, the site level examines unique private development at a Texas light rail station and public-private partnerships for development around the Pleasant Hill BART
1. A2
Lessons Learned on Performance-based Planning
CHATTANOOGA 2040 RTP PERFORMANCE-FRAMEWORK: BALANCING REGIONAL AND
COMMUNITY NEEDS
Melissa Taylor
Chattanooga-Hamilton County/North Georgia
TPO
1250 Market Street, Suite 2000
Chattanooga, TN 37402, USA
423.643.5944
taylor_melissa@chattanooga.gov
Tracy Selin
Cambridge Systematics, Inc.
730 Peachtree Street, Suite 1050
Atlanta, GA 30308, USA
404-460-2603
tselin@camsys.com
As part of 2040 RTP development, the Chattanooga TPO worked with stakeholders to create a
comprehensive performance-based planning framework to guide plan development. Transportation
investment needs defined during outreach efforts were frequently voiced by groups approaching the RTP
from two different perspectives - one which advocated a more local, community-oriented investment
approach and another that championed “big-ticket” investments needed to advance the economic
competitiveness of the region. These two perspectives are often seen as being in opposition to one
another, but both are critical to success of the plan. Rather than place them at odds, or prioritize the
needs of one over another, the Chattanooga 2040 RTP is founded on a long-range vision that balances
consideration of investment needs across both community and regional impacts.
In keeping with the vision to balance consideration of community and regional needs, goals and
objectives for the 2040 RTP were organized within a “Community to Region” performance framework
which presents goals/objectives across three geographic scales:
Within Community – Goals and objectives that emphasize safe, multimodal connections and
access to community resources and advance livability and quality of life principles;
Community to Region – Goals and objectives that support strategic multimodal connections
between individual communities and regional activity and economic centers; and
Region to Region – Goals and objectives that emphasize mobility and intermodal improvements
to ensure the region is well connected within the state and nation to advance economic growth.
A set of three, succinct goals were defined to reflect the long-term direction for investment across each
geographic scale. Objectives were defined accordingly to address the unique needs and considerations
within each scale.
A critical aspect of this approach – varying goals and objectives by geographic scale – is that it enabled
project evaluation to vary across each scale as well. To operationalize this, a set of performance
measures were defined and weighted by the level of significance of each measure for each scale. As an
example, Delay Reduction is not as significant a factor in determining project benefits Within Community,
as transportation needs within this scale often focus on slower, safer, multimodal trips. This factor is of
great significance (and therefore of greater weight) within the Regional scale, as the efficient movement
of people and goods is vital to the regional economy. The different weighting system allowed projects to
be scored and ranked according to unique needs of each scale. All performance measures were mode-
neutral and aligned with both regional goals and national transportation goals established in MAP-21.
This proved to be a highly flexible approach which infused context in the project evaluation process and
supported more targeted investment decisions yielding a truly balanced investment package:
A doubling of funding for bike/ped improvements;
Transit capacity investment at 25% of plan;
A reduction in roadway capacity investment from 51% to 31% of plan; and
Systems preservation funding at 39% of plan.
The presentation will focus on development of the performance framework and project calculator, and the
transferrable policy and technical methods for other small/medium-sized MPOs.
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CHATTANOOGA 2040 RTP PERFORMANCE-FRAMEWORK: BALANCING REGIONAL AND
COMMUNITY NEEDS
Introduction
Under the 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
(SAFETEA-LU), there were no requirements for performance measurement related to statewide or
metropolitan transportation plan development. However, many metropolitan planning organizations
(MPO) and state transportation agencies had already recognized the importance of performance
evaluation and were utilizing performance measures to evaluate and score projects and document
performance impacts of transportation investment. The Chattanooga-Hamilton County/North Georgia
Transportation Planning Organization (CHCNGA TPO) adopted its first performance-based plan in 2008
during the development of the 2035 Long-Range Transportation Plan (LRTP) which became effective in
2010.
The initial performance framework focused on system wide performance in the context of long-range
goals, but did not enable individual project ranking or a comparison of projects by mode. Due to the lack
of comprehensive project-level evaluation metrics, smaller-scale projects intended to improve system
operations, improve quality of life, support environmental sustainability, or create alternative
transportation choices were unable to compete with more well-defined capital investments – primarily
capacity-adding highway projects. In order to advance these projects in the 2035 LRTP, smaller pots of
funding were set aside for system operations, safety and security, and bicycle and pedestrian
improvements.
In 2011, a new transportation bill known as Moving Ahead for Progress in the 21st
Century (MAP-21), was
introduced to Congress and included proposed requirements for the development of performance targets
and measures to be included in metropolitan and statewide plans, to advance a set of national
transportation goals. Aware of this bill and the certainty that at some point in the next two years
Congress would pass the bill or a version of it, the CHCNGA TPO initiated efforts to expand and refine
the 2035 LRTP performance framework, to specifically include project-level measures, for the 2040
Regional Transportation Plan (RTP) process which began in 2012.
Early in the 2040 RTP stakeholder engagement
process, results from various community leadership
meetings and public outreach activities indicated an
almost even split between desired transportation
improvements (Figure 1). Transportation
challenges and investment needs defined during
outreach efforts were frequently identified by
stakeholders approaching plan development from
two distinct perspectives - advocates for a more
local, community-oriented investment approach and
others that championed “big-ticket” investments to
advance the region’s economic competitiveness
due in part to the region’s expectation for moderate
growth over the next 20-40 years. These two
perspectives are often seen as being in opposition
to one another, but both are critical to success of
the Plan. Rather than place them at odds with one
another, or prioritize the needs of one over another,
the 2040 RTP was founded on a long-range vision
that balances consideration of investment
needs across both community and regional
impacts. The revised performance framework for the 2040 RTP stems from this long-range vision.
Figure 1 2040 Questionnaire: Prioritized
Transportation Improvement Categories
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Objectives and Methodology
Transportation performance management, as defined by the MAP-21 legislation, “will transform the
Federal-aid highway program and provide a means to the most efficient investment of Federal
transportation funds by refocusing on national transportation goals, increasing the accountability and
transparency of the Federal-aid highway program, and improving project decision-making through
performance-based planning and programming”. The legislation directs MPOs to establish performance
measures and reestablishes previous mandates to consider public input. To meet these legislated
responsibilities, as well as the regional vision to balance consideration of both community and regional
investment needs, the TPO’s 2040 RTP performance-based planning process needed to:
1. Reflect MAP-21 national goals as well as regional transportation goals;
2. Thoughtfully incorporate public opinion; and
3. Enable a project evaluation process where performance impacts were compared fairly across a
variety of investment scales, ranging from community-oriented investments to more regionally
focused investments.
After reviewing multiple project submittals for the 2040 RTP Call for Projects – an initial step of the plan
development process - notable differences were identified across two key areas: (1) the degree of
expected community or regional impact associated with the investment, and (2) the geographic service
area of the proposed improvement type, in particular by project mode. The performance framework was
designed to distinguish such differences within the project evaluation and plan development process. To
do this, the performance framework was implemented as a parallel concept to the standard urban to rural
transect often used as a tool by planners to illustrate the transitioning land use context across urban and
rural geographies. In this case, however, the transition was not from urban to rural; rather from community
impact to regional impact. A transect is an easy, effective means of conveying a progressive or
graduated perspective across various geographic “scales” and was applied here as the primary
organizing principle for the performance-based planning process. In keeping with this approach, goals
and objectives for the 2040 RTP were organized within a “Community to Region” performance framework
as illustrated in Figure 2.
Figure 2 Chattanooga 2040 RTP Community to Region Performance Framework
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A set of three, succinct goals were defined to reflect the desired, long-term direction for investment across
each geographic scale. Objectives were defined accordingly, to address the unique needs and
considerations within each scale1
.
.
Within Community – (Goal) Build and Maintain Healthy Communities
Emphasize safe, multimodal connections and access to community resources and advance
livability and quality of life principles;
Community to Region – (Goal) Connect Communities in the Region by Providing Travel Options
to Activity and Economic Centers
Support strategic multimodal connections between individual communities and regional activity
and economic centers; and
Region to Region – (Goal) Grow Economic Opportunity through Strategic Investment in Critical
Regional Infrastructure
Emphasize mobility and intermodal improvements to ensure the region is well connected within
the state and the nation to advance economic growth.
A critical aspect of this approach – varying goals and objectives by geographic scale – is that it enabled
project evaluation to vary across each scale as well. This breaks the traditional, linear performance-
based planning approach where performance measures are often aligned one-to-one with a broad set of
regional goals and objectives. With this approach, all projects must be “all things to all people”. There is
usually a blending of many competing needs and perspectives through one regional set of performance
measures. This makes it difficult for planners and engineers to effectively test and compare projects to
one another (especially projects of different type and mode), because much of the project context has
been stripped out of the evaluation. This often results in different project types being evaluated in
isolation of one-another, producing unproductive “modal wars”. It also does not often lend itself to a fair
representation of project impacts at the community or local scale.
To operationalize the performance framework, a set of performance measures were defined with weights
that varied by the level of significance of each measure for each scale. As an example, Delay Reduction
is not as significant a factor in determining project benefits Within Community, as transportation needs
within this scale often focus on slower, safer, multimodal trips. This factor is of great significance (and
therefore of greater weight) within the Regional scale, as the efficient movement of people and goods is
vital to the regional economy. The different weighting system allowed projects to be scored and ranked
according to unique needs of each scale, providing more context for project-level performance
assessment. All performance measures were mode-neutral to support objective evaluation of projects,
regardless of type. Performance measures aligned with both regional goals and national transportation
goals established in MAP-21 (Table 1).
1 http://www.chcrpa.org/2040RTP.htm
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Table 1 Performance Measures for Chattanooga 2040 RTP
Performance
Measure Categorya 2040 RTP Objectivesb Systems-Level Measure Project-Level Measure
Scale
1 Weight
Within
Community
Scale
2 Weight
Community to
Region
Scale
3 Weight
Region to
Region
System Maintenance Preserve, maintain and improve
existing infrastructure
Pavement: Percent Lane
Miles in Good/Fair
Condition
Project Addresses Pavement
Deficiency
15 15 15
Bridge: Average Health
Index
Project Addresses Bridge Deficiency
Congestion Reduction Reduce delay on critical regional
thoroughfares
Average Commute Trip
Time, Auto and Transit
Project Reduces Delay
Interstate/Expressway
Corridor Connection to Key
Center
10 15 20
Safety and Security Improve operations, maintenance,
and ADA compliance
Number of Projects (and
Total Funding) Addressing
RTP Safety Areas
Project Includes Countermeasure(s)
to address RTP Safety Emphasis
Areas
15 15 15
Project Addresses Security or
Emergency Response Need
Economic Growth/
Freight Movement
Improve intermodal connections
Reduce delay on critical freight
corridors
Annual Congestion Costs,
Truck and Auto
Project Reduces Delay
Intermodal Connection
Freight Corridor
5 10 20
Environmental
Sustainability
Incentive complete streets projects
Support desired community
character
Support healthy, safe communities
Promote safe connections to
community resources
VMT per Capita Project Reduces VMT 30 20 10
Project Promotes Nonmotorized
Access to Community Resources
Project is in Keeping with
Community Character
System Reliability Expand set of travel options
Encourage connected, multimodal
network
Improve system operations
Incentivize corridor protection plans
Mode Split Project Located on Facility with
Corridor Protection Plan
15 15 10
Project Fills Gap in Existing System
Project Improves Efficiency through
ITS
Project Delivery Project Supported by TDOT and
Local Jurisdiction
10 10 10
a Performance Measure Categories align directly with MAP-21 national transportation goal areas.
b Objectives are abbreviated from adopted 2040 RTP goals/objectives. They are aligned with a performance measurement category that most closely represents intent of objective; however many objectives (and
corresponding performance measures) support more than one performance category.
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Figure 3 Pairwise Survey Worksheet
Initially, weight ranges were
established through professional
expertise and example project
testing. The staff team then
conducted a vetting process with
the TPO’s Technical Coordinating
Committee, the recommending
body to the TPO Executive Board,
and the Plan’s Technical and
Community Advisory Committees
using a pairwise survey (Figure 3)
for each scale. The results aided
staff in making the final decision on
specific weights for each measure
in each scale and provided useful
insight into individuals’ opinions on
the level of importance of each
measure in relationship to every
other measure and whether those
opinions varied by scale.
The pairwise exercise also allowed stakeholders and TPO members to fully understand how the
measures would function in relation to the new scaled approach when implemented during the project
evaluation and selection process. The results of the exercise were tallied and presented back to the
group for discussion. This inclusionary participation and review enabled buy-in for the overall framework.
However, the project ranking, itself, was expected to be the biggest hurdle.
Over 150 projects were considered in the project evaluation and selection process, across all project
modes and types. Most were submitted through the membership Call for Projects; others were identified
through the needs assessment and proposed by the staff team. All projects were first assigned to a
scale, given the project’s need and purpose, its location and proximity to community or environmental
assets, and its functional classification. The scale of the project was needed to apply the appropriate
performance measure weights, enabling the significance of various evaluation criteria to vary given the
geographic scale of each project, and its role in the transportation system.
Within each scale, projects were then evaluated relative to one another (regardless of project type) for
each of the 12 performance measures noted in Table 1. Weights were applied for each measure given
the scale of project and points were summed across all measures to produce individual project scores up
to 100 points. Projects were then combined into one scored list, across the three scales, based on
project score. Note that the travel demand model was used to measure travel and delay-oriented impacts
of traditional roadway capacity investments. An excel-based calculator was developed to capture the
same travel and delay performance impacts for the following “off-model” project types: system
operations, grade separation, bicycle/pedestrian, transit expansion, intersection improvements, various
emission control programs, and travel demand management/commute strategies. Other measures
related to safety, preservation, etc were evaluated using project sponsor input and/or individual
windshield review of project. This process enabled all projects, regardless of mode or type, to be
evaluated using the same set of performance metrics.
In order to present a manageable set of scored projects to the TPO TCC and Board and avoid
unproductive discussion on specific scores of one project versus another, the staff team broke the scored
project list into four priority ranks - first, second, third, and fourth rank priorities. These rankings were
reviewed by the TPO and at the request of the membership shifts between scales were made for a very
small number of projects for a project reevaluation (two projects). Following endorsement of the list by
the TPO Board, the staff team began aligning priority projects with funding sources. Enough revenues
existed to cover all projects in the first and second priority ranks. Detailed discussions ensued with the
TPO membership regarding which of the projects in the third set would make the financial cut. A final list
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was constrained. It should be noted that the final constrained list also included system preservation,
system operations, and safety funding set asides in addition to line-item projects.
Conclusions
The Community to Region Framework proved to be a
highly flexible approach which infused context into the
project evaluation process and supported more targeted
investment decisions yielding a truly balanced investment
package. The assumption that the best performers from
each scale would float to the top, was confirmed. As an
example, a high performing bicycle investment that scored
90 out of 100 points for Scale 1 was able to effectively
compete with a high performing roadway capacity project
that also scored 90 out of 100 for Scale 3. In addition, the
TPO membership was fully engaged and integral to the
implementation of the overall process. The performance-
based planning process yielded a number of positive
planning outcomes. These include:
Blend of high ranking projects (by project type
and across geographic scales) for the fiscally
constrained 2040 RTP;
Objective support for a variety of investments,
given the mode-neutral performance evaluation;
Focus on performance and priorities because the
priorities were established before funding source
entered stakeholder discussion.
The major investment outcomes are shown in Figure 4.
They include:
A doubling of funding for bike/ped improvements;
Transit investment at 25% of plan, up from 18% from 2035 LRTP;
A reduction in roadway capacity investment from 51% to 30% of plan; and
Systems preservation funding at 39% of plan.
Takeaways and Lessons Learned
This approach is transferrable from both a policy and technical perspective, and not beyond basic staffing
capabilities and resources of other small/medium-sized MPOs. Important aspects of the approach
include:
Appropriate weighting is critical; i.e., “watering down” this approach will not work.
Must have a manageable number of projects; it takes time to understand project context.
Need tools in place to evaluate off-model projects; spreadsheet or GIS methods suffice.
Need to keep measures simple and mode-neutral to ensure objective, cross-”scale” analysis.
A combination of qualitative and quantitative measures is OK; does not preclude an objective
ranking.
It is important to carry forward into TIP process.
Figure 4 2040 RTP Investment Package
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Implementation
Although difficult to estimate a true cost of this approach due to the thorough integration of the
performance framework with other components of the 2040 Regional Transportation Plan, consultant and
staff costs, time, and resources are as representative as possible. Implementation of the overall
performance based planning approach required approximately $75,000 (consultant dollars). This
included funding to develop and vet the performance framework approach with staff and stakeholders
(approximately $20K), to build the off-model benefits calculator (approximately $25K), to build an excel-
based project scoring workbook (approximately $10K), and conduct project and plan evaluation
(approximately $20K). This amount reflected about 7% of total consulting funds allocated for 2040 RTP
development and associated air quality/transportation conformity analysis and documentation. Federal PL
funds were used, matched by 20% of joint local funding through the Chattanooga-Hamilton County
Regional Planning Agency (RPA) which provides staff to the TPO. Additional TPO staff time and
resources included review and consideration of the importance of each performance measure and the
relationship of each measure to the three different scales (approximately $2K). The RPA staff also
considered support from existing neighborhood and community land use plans as well as other
supporting documents such as the Climate Action Plan, Hazards Mitigation Plan, and specific sub-area or
feasibility transportation studies for the project-level criteria (approximately $1K).
Approximately 150 projects were evaluated using this approach requiring 60 man-hours for two
consultant staff; i.e., a total of 120 hours across one week’s time. RPA staff was needed to complete the
review of the supporting plans requiring 10 additional man-hours. Given the close, individual project
review it took approximately 30-45 minutes to evaluate each project and input results into the project
scoring workbook. Note that this time does not include the time to run the travel demand or off-model
calculator to derive VMT and delay benefits for each project.
While two critical performance measures (VMT reduced, delay reduced) relied on either the regional
travel demand model or off-model calculator to be quantified, most performance measures were
qualitatively scored given close review of project scope and input from project sponsor. Table 2, below,
provides more detail related to the tools and resources applied for calculation of each project level
performance measure.
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Table 2 Project Evaluation Methods for Chattanooga 2040 RTP
Performance
Measure Category
Project Level Performance
Measures Evaluation Tool / Approach
System Maintenance Project Addresses Pavement
Deficiency
Points awarded (Yes/No) based on review of project scope and input from project sponsor
Project Addresses Bridge Deficiency Points awarded (Yes/No) based on review of project scope and input from project sponsor; Additional cross-check of
bridge(s) against National Bridge Inventory database to identify structural deficiency status
Congestion Reduction Project Reduces Delay
Interstate/Expressway
Corridor Connection to Key
Center
Travel demand model for roadway capacity projects.
Off-model calculator for all other project types.
Safety and Security Project Includes Countermeasure(s)
to address RTP Safety Emphasis
Areas
Points awarded (Yes/No) based on review of project scope to identify if countermeasures that address RTP safety
emphasis areas (Roadway Departure, Aggressive Driving, Intersection Improvement) are included.
Project Addresses Security or
Emergency Response Need
Security points calculated (Yes/No) based on project scope, with cross-check to identify if project provides network
redundancy or enhances mobility in relation to security-critical assets (e.g., airports, intermodal facilities, etc)
Economic Growth/
Freight Movement
Project Reduces Delay
Intermodal Connection
Freight Corridor
Travel demand model for roadway capacity projects.
Off-model calculator for all other project types.
Environmental
Sustainability
Project Reduces VMT Travel demand model for roadway capacity projects.
Off-model calculator for all other project types.
Project Promotes Nonmotorized
Access to Community Resources
Points will be calculated (Yes/No) based on review of project scope, along with cross-check to identify if project directly
connects or serves: active transportation facility, healthy food location, health care facility, public/private school (K-12).
Project is in Keeping with
Community Character
Points will be calculated (Yes/No) based on review of applicable land use plan in place.
System Reliability Project Located on Facility with
Corridor Protection Plan
Points will be awarded (Yes/No) if corridor, access or other demand management plan in place for project facility.
Project Fills Gap in Existing System Points will be awarded (Yes/No) if project fills gap or provides connection within existing or planned bike, ped, or transit
system as identified through GIS-based Bicycle Gap Analysis, Pedestrian Gap Analysis, and Transit Gap Analysis.
Project Improves Efficiency through
ITS
Points will be awarded (Yes/No) based on review of project scope.
Project Delivery Project Supported by TDOT and
Local Jurisdiction
Points will be awarded (Yes/No) based on project understanding and availability of local match
Melissa D.
Taylor
Digitally signed by Melissa D. Taylor
DN: cn=Melissa D. Taylor, o=Regional Planning
Agency & TPO, ou=Strategic Long Range
Planning,
email=taylor_melissa@chattanooga.gov, c=US
Date: 2015.07.14 13:38:20 -04'00'