1 Public Transportation and Regional Transportation PlanningModule 3, Lesson 6 This presentation is designed to give a brief introduction to the history and the current state of regional transportation planning in the United States. First, the presentation highlights reasons why regional planning is important for public transportation. Next, a brief history of regional transport planning is introduced. Then the current regional transportation planning process is described including relevant planning documents, such as long range and short range plans. Funding sources for regional planning are identified and federal and state funding sources for public transport are examined. Lastly, the 4-step planning process is briefly introduced (more details are presented in another lecture of module 3)

2 Learning Objectives Describe why regional planning is relevant for public transportation Discuss the history of regional transportation planning Understand the regional transportation planning process and common issues that may arise.

3 Overall Context Describes the public and regional transportation planning process throughout the past century including the move to shorter-term time horizons and the corridor-level scale to a whole range of new techniques to increase the utilization and productivity of existing vehicles and facilities.

4 Why Regional Planning is Relevant for Public Transportation AgenciesTransit agency service areas go beyond municipal jurisdictions; Many Potential Benefits of Regional Planning for Transit Agencies: Influence identification of transportation issues; Promote transit as a regional transportation priority; Establish image of transit; Win support for transit friendly land-use planning; Benefits for transit agencies to participate in regional planning: “Influence the identification of transportation issues, policy formation, and funding priorities—by being an active participant on the MPO Board and/or committees. Promote transit service as a regional transportation priority—by collaborating with the business community, citizen groups, local officials, and other MPO partners. This can significantly enhance the prospects of any referenda that may be contemplated, and raise the visibility of transit service in your community. Establish an image of transit as indispensable to community well being—by getting involved in broader issues facing your community, such as homeland security, land use and economic development, and environmental protection. Win support for transit-friendly land use policies—by promoting land use/economic development/transportation integration, leading to MPO policy support for transit-oriented development. Win support for your investment needs—by promoting early, open, and objective consideration of transit in regional corridor studies conducted by, or through, the MPO. This can result in support for your capital improvement needs directly, or as a component of another project, such as bus shelters, park-and-ride facilities, signage, sidewalks, or even a special transit right-of-way, when a highway investment alternative is selected. Taken from “USDOT (2004). Transit at the Table: A Guide to Participation in Metropolitan Decisionmaking. Washington, D.C., Federal Transit Administration. “ Source: USDOT, 2004

5 Why Regional Planning is Relevant for Public Transportation Agencies (Cont.)Many Potential Benefits of Regional Planning for Transit Agencies: Win support for transit friendly land-use planning; Promote multi-modal solutions; Get transit on the agenda; Strengthen funding projects and identify non-traditional sources; Accelerate project delivery. Benefits for transit agencies to participate in regional planning: “Influence the identification of transportation issues, policy formation, and funding priorities—by being an active participant on the MPO Board and/or committees. Promote transit service as a regional transportation priority—by collaborating with the business community, citizen groups, local officials, and other MPO partners. This can significantly enhance the prospects of any referenda that may be contemplated, and raise the visibility of transit service in your community. Establish an image of transit as indispensable to community well being—by getting involved in broader issues facing your community, such as homeland security, land use and economic development, and environmental protection. Win support for transit-friendly land use policies—by promoting land use/economic development/transportation integration, leading to MPO policy support for transit-oriented development. Win support for your investment needs—by promoting early, open, and objective consideration of transit in regional corridor studies conducted by, or through, the MPO. This can result in support for your capital improvement needs directly, or as a component of another project, such as bus shelters, park-and-ride facilities, signage, sidewalks, or even a special transit right-of-way, when a highway investment alternative is selected. Taken from “USDOT (2004). Transit at the Table: A Guide to Participation in Metropolitan Decisionmaking. Washington, D.C., Federal Transit Administration. “ Source: USDOT, 2004

6 Early History of Regional Transit/Transportation PlanningEarly 20 the century: Public transportation planning is in the domain of transit agencies; No formal regional planning process: ‘Private’ regional planning organizations, such as the Regional Plan Association in New York City, prepare plans for regions 1934: Congress authorizes use of 1.5% of road construction funds for surveys, plans, engineering, and economic analyses Housing Act of 1954 (Section 701) provides federal planning assistance to state planning agencies, cities, municipalities (<50,000), and (later) to regional planning agencies Additional efforts for early transit planning: “In 1930, the heads of 25 electric railway companies formed the Electric Railway Presidents' Conference Committee (PCC). “PCC car,” far surpassed its predecessors in acceleration, braking, passenger comfort, and noise. The first commercial application of the PCC car was in 1935 in Brooklyn, New York. PCC increased transit’s competitiveness, but could not halt decline of transit. Transit planning: Private market dominates; no Federal involvement in transit; but financial problems. Planning part of transit operating companies. The Chicago Transit Authority and the Metropolitan Transit Authority in Boston were created in 1947, and the New York City Transit Authority in Future urban travel volumes were developed by extending the past traffic growth rate into the future, merely an extrapolation technique. Source: Weiner 1992 & 2008

7 Pioneering Regional Transportation StudiesSan Juan, PR transportation study (1948) first to use a trip generation approach to forecast trips. Detroit Metropolitan Area Traffic Study (DMATS) combines all elements of an urban transportation study for the first time. Chicago Area Transportation Study (CATS) (1955) uses trip generation, trip distribution, modal split, and traffic assignment models for travel forecasting. A simple land-use forecasting procedure is employed to forecast future land-use and activity patterns. Overall, these plans are oriented towards regional highway networks based primarily on the criteria of economic costs and benefits. Transit was given secondary consideration. “The San Juan, Puerto Rico, transportation study begun in 1948, was one of the earliest to use a trip generation approach to forecast trips. Trip generation rates were developed for a series of land-use categories stratified by general location, crude intensity measures and type of activity. These rates were applied, with some modifications, to the projected land use plan (Silver and Stowers, 1964). The Detroit Metropolitan Area Traffic Study (DMATS) put together all the elements of an urban transportation study for the first time. The DMATS staff developed trip generation rates by land use category for each zone. Future trips were estimated from a land use forecast. The trip distribution model was a variant of the gravity model with airline distance as the factor to measure travel friction. In 1955 the Chicago Area Transportation Study (CATS) set the standard for future urban transportation studies. The lessons learned in Detroit were applied in Chicago with greater sophistication. CATS used trip generation, trip distribution, modal split, and traffic assignment models for travel forecasting. A simple land-use forecasting procedure was employed to forecast future land-use and activity patterns. The CATS staff made major advances in the use of the computer in travel forecasting. The resulting plans were heavily oriented to regional highway networks based primarily on the criteria of economic costs and benefits. Transit was given secondary consideration. New facilities were evaluated against traffic engineering improvements. Little consideration was given to regulatory or pricing approaches, or new technologies. These pioneering urban transportation studies set the content and tone for future studies. They provided the basis for the federal guidelines that were issued in the following decade.” From Weiner, 2008. Source: Weiner 1992 & 2008

8 Federal Mandates/Incentives for Regional PlanningFederal-Aid Highway Act of 1962: first legislative mandate requiring planning as a condition to receiving federal capital assistance funds. approval of any federal-aid highway project in an urbanized area of 50,000+ to be based on a continuing, comprehensive urban transportation planning process carried out cooperatively by states and local governments. (called “3C process”) Urban Mass Transportation Act of 1964: federal capital grants can account for for up to two-thirds of the net project cost of construction, reconstruction, or acquisition of mass transportation facilities and equipment. federal share was to be held to 50% in areas that had not completed their comprehensive planning process. “Federal-Aid Highway Act of 1962 was the first legislative mandate requiring planning as a condition to receiving federal capital assistance funds. Requires approval of any federal-aid highway project in an urbanized area of 50,000+ be based on a continuing, comprehensive urban transportation planning process carried out cooperatively by states and local governments. Urban Mass Transportation Act of 1964 federal capital grants for up to two-thirds of the net project cost of construction, reconstruction, or acquisition of mass transportation facilities and equipment. The federal share was to be held to 50% in areas that had not completed their comprehensive planning process. 3C planning process: “Cooperative" was defined to include not only cooperation between the federal, state, and local levels of government but also among the various agencies within the same level of government. “Continuing“ referred to the need to periodically reevaluate and update a transportation plan. “Comprehensive" was defined to include the basic ten elements of a 3C planning process for which inventories and analyses were required. technical phases: collection of data, analysis of data, forecasts of activity and travel, and evaluation of alternatives. Central to this approach was the urban travel forecasting process. The process used mathematical models that allowed the simulation and forecasting of current and future travel. The four-step urban travel forecasting process consisted of trip generation, trip distribution, modal split, and traffic assignment. These models were first calibrated to replicate existing travel using actual survey data. These models were then used to forecast future travel The forecasting process began with an estimate of the variables that determine travel patterns including the location and intensity of land use, social and economic characteristics of the population, and the type and extent of transportation facilities in the area. Next, these variables were used to estimate the number of trip origins and destinations in each subarea of a region (i.e. the traffic analysis zone), using a trip generation procedure. A trip distribution model was used to connect the trip ends into an origin-destination trip pattern. This matrix of total vehicle trips was divided into highway and transit trips using a modal split model. The matrices of highway and transit trips were assigned to routes on the highway and transit networks, respectively, by means of a traffic assignment model Urban Mass Transportation Act of 1964 federal capital grants for up to two-thirds of the net project cost of construction, reconstruction, or acquisition of mass transportation facilities and equipment. Net project cost was defined as that portion of the total project cost that could not be financed readily from transit revenues. However, the federal share was to be held to 50 percent in those areas that had not completed their comprehensive planning process, that is, had not produced a plan. All federal funds had to be channeled through public agencies. Transit projects were to be initiated locally.” From Weiner, 2008. Source: Weiner 1992 & 2008

9 Important Changes in Federal Legislation that Affected Regional Transit Planning in the 1970sNational Environmental Policy Act of 1969 Clean Air Act Amendments of 1970 and 1977 Urban Mass Transportation Assistance Act of (UMTA) Federal-Aid Highway Act of 1973 National Mass Transportation Assistance Act of 1974 Highway/Transit Planning Regulations 1975 1980s were quiet times in terms of regional transportation planning…. “NEPA: -enunciated for the first time a broad national policy to prevent or eliminate damage to the environment -required that an environmental impact statement (EIS) be prepared for all legislation and major federal actions that would affect the environment significantly Clean Air Act Amendments of 1970: created the Environmental Protection Agency (EPA) and empowered it to set ambient air quality standards Required reductions in new automobile emissions were EPA requires states to formulate implementation plans describing how they would achieve and maintain the ambient air quality standards. In 1971 the EPA promulgated national ambient air quality standards and proposed regulations on state implementation plans (SIPs) to meet these standards No immediate collaboration between DOTs and Air Quality Agencies Focuses on short term improvements as well (up to then transportation planning was oriented towards long term/range) Urban Mass Transportation Assistance Act of 1970 (UMTA): -first long-term commitment of federal funds (at least $10 billion over a 12-year period) -the federal transit grant program substantially increased from less than $150 million annually before 1970 to over $500 million by 1972 -The act authorized that 2 percent of the capital grant and 1.5 percent of the research funds might be set aside and used to finance programs to aid elderly and handicapped persons. Federal Aid Highway Act 1973: increased the flexibility in the use of highway funds for urban mass transportation First, federal-aid Urban system funds could be used for capital expenditures on urban mass transportation projects Second, funds for Interstate highway projects could be relinquished and replaced by an equivalent amount from the general fund and spent on mass transportation projects in a particular state This opening up of the Highway Trust Fund for urban mass transportation was a significant breakthrough sought for many years by transit supporters. Joint Highway/Transit Planning Regulations 1975 Designation of MPOs by the Governors and, to the maximum extent feasible, that the MPOs be established under state legislation MPO was to be the forum of cooperative decision making by principal elected officials. The MPO together with the state was responsible for carrying out the urban transportation planning process The regulations provided for a joint FHWA/UMTA annual certification of the planning process. This certification was required as a condition for receiving federal funds for projects. The urban transportation planning process was required to produce a long-range transportation plan, which had to be reviewed annually to confirm its validity The transportation plan had to contain a long-range element and a shorter-range “transportation systems management element" (TSME) for improving the operation of existing transportation systems without new facilities. had to include all highway and transit projects to be implemented within the coming five years linkage between the planning and programming of urban transportation projects brought together all highway and transit projects into a single document that could be reviewed and approved by decision makers contained an “annual element" that would be the basis for the federal funding decisions on projects for the coming year National Mass Transportation Assistance Act of 1974 authorized for the first time the use of federal funds for transit operating assistance authorized $11.8 billion over a 6-year period. Almost $4 billion was to be allocated to urban areas by a formula based on population and population density The funds could be used for either capital projects or operating assistance. The funds for areas over 200,000 in population were attributable to those areas (areas under 200,000 governor allocated funds) Funds used for capital projects were to have an 80 percent federal matching share. Operating assistance was to be matched 50 percent by the federal government Other federal transportation acts related to the oil crisis: Emergency Petroleum Allocation Act of 1973 established price controls on petroleum. It gave the President authority to set petroleum prices, not to exceed $7.66 a barrel. This authority was to terminate on September 30, 1981. The Emergency Highway Energy Conservation Act, signed on January 2, 1974, established a national 55 miles per hour speed limit to reduce gasoline consumption. It was extended indefinitely on January 4, 1975. It also provided that Federal-aid highway funds could be used for ridesharing demonstration programs. CAFE to be raised from 18.0 miles per gallon in 1978 to 27.5 in 1985 and beyond Source: Weiner 1992 & 2008

10 1990s – Regional Transportation Planning UnleashedClean Air Act Amendments of 1990 Americans With Disabilities Act of 1990 Intermodal Surface Transportation Efficiency Act of (ISTEA) First time that completion of the interstate highway system was not a focus of the legislation Created an intermodal framework for transportation policy Emphasized an increased state and local role in transportation planning Provided significant increase in transferability of funds among programs Placed heightened emphasis on new technology solutions to transportation problems “Clean Air Act Amendments of 1990 New transportation projects must conform to State Implementation Plan (SIP)with focus on reducing air quality violations CAA of 1970 had been a great success Title 1 of CAAA 1990 addressed the attainment and maintenance of NAAQS. Non-attainment areas were classified for ozone, CO, and particulate matter in accordance with the severity of the air pollution problem. Depending upon the degree to which an area exceeded the standard, that area was required to implement various control programs and to achieve attainment of the NAAQS within a specified period of time. The areas that were furthest out of compliance were given the longest length of time to achieve the standards. CAAA 1990 expanded the “sanctions" where states failed to carry out requirements of the Act. Previously, sanctions were only applied for failing to submit a SIP. Now, sanctions could additionally be triggered when EPA disapproved a SIP or a State or MPO failed to implement any SIP provision. mandatory sanctions included withholding approval of Federal-aid highway projects Areas had 18 months to correct the deficiency before the sanctions took effect Previously, sanctions could only be applied to the Non-attainment area. The 1990 provisions expanded the application of sanctions to any portion of the State that EPA determined reasonable and appropriate set more stringent emission standards for automobiles and light duty trucks to be met between model years 1996 to 2003; beginning with 40 percent of vehicles in 1994 and increasing to 100 percent by 1998 A pilot program was set up for the sale of clean fuel vehicles in California. The Act also required government and private fleets in polluted areas to purchase 30 percent of the vehicles to be clean fueled. The Act required the sale of “reformulated gasoline" with specified oxygen content in the nine cities with the most severe ozone problems. It also required the sale of gasoline with higher oxygen content to reduce winter CO pollution. As of January 1, 1996, lead was banned from use in motor fuel. ADA The ADA prohibited discrimination on the basis of disability in both the public and private sectors required transit authorities to only buy or lease accessible transit vehicles requirement that any operator of a fixed route transit system provide paratransit or other special services to persons with disabilities paratransit services be provided to all origins and destinations within a corridor of a given width on each side of any fixed transit route -The service had to be operated the same days and hours as the fixed route service. -A 24-hour advanced reservation system was required where service had to be provided if requested on the previous day. -The fare had to be comparable with the base fare of the fixed route service. -Each transit system had to establish a system to determine eligibility for the new paratransit service Major elements ISTEA 1991 A proactive and inclusive public involvement process Consideration of 15 specific planning factors Ensure that the transportation planning process reflects a variety of issues Considers other concerns such as land-use planning, energy conservation, and environmental management As part of plan development, major investment studies are conducted to address significant transportation problems in a corridor or sub-area that might involve the use of Federal funds Development and implementation of management systems including: intermodal management system congestion management system public transit facilities management system pavement management system bridge management system safety management system Development of financial plans for implementing the transportation plan and TIP Assurance that the transportation plan and UP conform to the State implementation Plan (SIP) pursuant to the standards of the CAAA” From Weiner, 2008. Source: Weiner 1992 & 2008

11 Summary of Historic TrendsPlanning activities in 1930s and 1940s focus on design and operation of individual transportation facilities; Planning process through the decade of the 1960s focused on long-range time horizon and broad regional scale; In 1970s planning processes turned their attention to shorter- term time horizons and the corridor-level scale; During the 1980s, urban transportation planning had become primarily short-term oriented in most urbanized areas; By the early 1990s, the era of major new highway construction was over in most urban areas, transportation planning shifted to addressing growing congestion, meeting air quality standards, reducing global warming, and supporting sustainable development. “Urban transportation planning evolved from highway and transit planning activities in the 1930s and 1940s, which were primarily intended to improve the design and operation of individual transportation facilities. Legislation for the National System of Interstate and Defense Highways required major highways be designed for traffic projected twenty years into the future. As a result: transportation planning studies were primarily systems-oriented with a twenty-year time horizon and region-wide in scope focus planning process through the decade of the 1960s was on this long-range time horizon and broad regional scale. -planning processes turned their attention to shorter-term time horizons and the corridor-level scale -shift was reinforced by the increasing difficulties and cost in constructing new facilities, growing environmental concerns, and the Arab oil embargo -Transportation system management (TSM ) encompassed a whole range of techniques to increase the utilization and productivity of existing vehicles and facilities A period of learning and adaptation was necessary to redirect planning processes so that they could perform this new type of planning. During the 1980s, urban transportation planning had become primarily short-term oriented in most urbanized areas. By the early 1990s, the era of major new highway construction was over in most urban areas By 2000 transportation planning shifted to addressing growing congestion, meeting the NAAQS, reducing global warming, and supporting sustainable development Over time it was the requirements from the federal government to which the planning process was responding. Procedures for specific purposes were integrated into an urban travel forecasting process in the early urban transportation studies in the 1950s. Through the 1960s improvements in planning techniques were made primarily by practitioners, and these new approaches were integrated into practice fairly easily. The FHWA and UMTA carried out extensive activities to develop and disseminate analytical techniques and computer programs for use by state and local governments. The Urban Transportation Planning System (UTPS) became the standard computer battery for urban transportation analysis by the mid 1970s. During the 1970s new travel forecasting techniques were developed for the most part by the research community largely in universities. These disaggregate travel forecasting approaches differed from the aggregate approaches being used in practice at the time. The requirements of the Clean Air Act Amendments of 1990 are forcing a reevaluation of travel forecasting procedures that is likely to bring significant improvements.” From Weiner, 2008. Source: Weiner 1992 & 2008

12 Today’s Regional Transportation Planning Process“Regional planning relies on a cooperative planning process: a cooperative process designed to foster involvement by all users of the system; A proactive public participation process conducted by the Metropolitan Planning Organization (MPO), state Department of Transportation (state DOT), and transit operators. Federal legislation passed in the early 1970s required the formation of an MPO for any urbanized area (UA) with a population greater than 50,000. MPOs were created in order to ensure that existing and future expenditures for transportation projects and programs were based on a continuing, cooperative, and comprehensive (3-C) planning process.” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

13 Metropolitan Planning Organization (MPO) BasicsSetting for regional decision making; Identify and evaluate alternative transportation improvement options; Prepare and maintain a long-range Metropolitan Transportation Plan (MTP); Develop a short-term Transportation Improvement Program (TIP); Involve the public and other stakeholders; There is no required structure for MPOs. “Establish a setting for Decision Making Identify and evaluate alternative transportation improvement options Prepare and maintain a Metropolitan Transportation Plan (MTP) planning horizon of at least twenty years that fosters (1) mobility and access for people and goods, (2) efficient system performance and preservation, and (3) good quality of life Develop a Transportation Improvement Program (TIP) Short range 4 year program, based on long range plan TIP should be designed to achieve the area’s goals, using spending, regulating, operating, management, and financial tools Involve the public there is no required structure for an MPO A metropolitan area’s designation as an air quality nonattainment area (NAA) or maintenance area creates additional requirements for transportation planning. Transportation plans, programs, and projects must conform to the state’s air quality plan, known as the State Implementation Plan (SIP). In nonattainment or maintenance areas for air quality, the MPO is responsible for coordinating transportation and air quality planning. Areas with populations greater than 200,000 are designated transportation management areas (TMAs). TMAs must have a congestion management process (CMP) that identifies actions and strategies to reduce congestion and increase mobility TMAs have the ability to select Surface Transportation Program (STP) funded projects in consultation with the state (in other MPOs and rural areas the STP projects are selected by the state in cooperation with the MPO or local government) State mandates exist as well (e.g. California)” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

14 State DOT Basics Agency or department with transportation planning, programming, and project implementation responsibility Responsible for the design, construction, operation, or maintenance of state facilities for multiple modes of transportation Work cooperatively with tolling authorities, ports, local agencies, and special districts that own, operate, or maintain different portions of the transportation network Prepare and maintain a long-range Statewide Transportation Plan Develop a short-term Statewide Transportation Improvement Program “Each state has an agency or department with official transportation planning, programming, and project implementation responsibility responsibility for the design, construction, operation, or maintenance of state facilities for multiple modes of transportation (including air, water, and surface transportation) work cooperatively with tolling authorities, ports, local agencies, and special districts that own, operate, or maintain different portions of the transportation network, or individual facilities Prepare and Maintain a Long-Range Statewide Transportation Plan Develop a Statewide Transportation Improvement program of transportation projects based on the state’s long-range transportation plan and designed to serve the state’s goals, using spending, regulating, operating, management, and financial tools. For metropolitan areas, the STIP incorporates the TIP developed by the MPO Involve the public” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

15 List of Typical Regional and State PlansRegional Plans The Metropolitan Transportation Plan (MTP) or Long-Range Transportation Plan (LRTP) Transportation Improvement Program (TIP) The Unified Planning Work Program (UPWP) State Plans The Long-Range Statewide Transportation Plan Statewide Transportation Improvement Program (STIP) “The Metropolitan Transportation Plan (MTP) or Long-Range Transportation Plan (LRTP) plan is the statement of the ways the region plans to invest in the transportation system plan shall “include both long-range and short-range program strategies/actions that lead to the development of an integrated intermodal transportation system that facilitates the efficient movement of people and goods The Metropolitan Transportation Plan (MTP) and the long-range statewide transportation plan must be consistent with each other The MTP must be updated every five years in air quality attainment areas or every four years in nonattainment or maintenance areas. Transportation Improvement Program (TIP) MPO identifies the transportation projects and strategies from the MTP that it plans to undertake over the next four years. All projects receiving federal funding must be in the TIP The TIP is the region’s way of allocating its limited transportation resources among the various capital and operating needs of the area, based on a clear set of short-term transportation priorities. Covers a minimum four-year period of investment; • Is updated at least every four years; • Is realistic in terms of available funding and is not just a “wish list” of projects. This concept is known as fiscal constraint; • Conforms with the SIP for air quality in nonattainment and maintenance areas; • Is approved by the MPO and the governor; and • Is incorporated directly, without change, into the Statewide Transportation Improvement Program (STIP). The Unified Planning Work Program (UPWP) the UPWP lists the transportation studies and tasks to be performed by the MPO staff or a member agency one- to two-year period UPWP reflect local issues and strategic priorities; thus they differ from one metropolitan area to another The Long-Range Statewide Transportation Plan vary from state to state; may be policy-oriented or may include a list of specific projects contain policies and strategies, or future projects; projected demand for transportation services over 20 or more years; a systems-level approach by considering roadways, transit, nonmotorized transportation, and intermodal connections; statewide and regional land use, development, housing, natural environmental resource and employment goals and plans; cost estimates and reasonably available financial sources for operation, maintenance, and capital investments ways to preserve existing roads and facilities and make efficient use of the existing system. Statewide Transportation Improvement Program (STIP) identifies statewide priorities for transportation projects state DOT solicits or identifies projects from rural, small urban, and urbanized areas of the state Projects are selected based on adopted procedures and criteria. TIPs that have been developed by MPOs must be incorporated directly, without change Must be fiscally constrained and may include a financial plan Must be approved by FHWA and FTA, along with an overall determination that planning requirements are being met STIP approval must be granted before projects can proceed from the planning stage to the implementation stage” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

16 Source: USDOT (2007). The Transportation Planning Process: Key IssuesSource: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. (see prior slide for details about individual plans) Source: USDOT, 2007

17 Federal Funding Federal funding—transferred to the state and later distributed to metropolitan areas—is typically the primary funding source for major plans and projects Federal transportation funding is made available through the Federal Highway Trust Fund and is supplemented by general funds Most FHWA sources of funding are administered by the state DOTs The state DOT then allocates the money to urban and rural areas based on state and local priorities and needs Most transit funds for urban areas are sent directly from the FTA to the transit operator Transit funds for rural areas are administered by the state DOT “Authorizing Legislation Congress enacts legislation that establishes or continues the existing operation of a federal program or agency, including the amount of money it anticipates to be available to spend or grant to states, MPOs, and transit operators Congress generally reauthorizes federal surface transportation programs over multiple years. The amount authorized, however, is not always the amount that ends up actually being available to spend Appropriations Each year, Congress decides on the federal budget for the next fiscal year As a result of the appropriation process, the amount appropriated to a federal program is often less than the amount authorized for a given year and is the actual amount available to federal agencies to spend or grant. Apportionment The distribution of program funds among states and metropolitan areas (for most transit funds) using a formula provided in law is called an apportionment An apportionment is usually made on the first day of the federal fiscal year (October 1) for which the funds are authorized At that time, the funds are available for obligation (spending) by a state, in accordance with an approved STIP Eligibility Only certain projects and activities are eligible to receive federal transportation funding. Criteria depend on the funding source. Most federal transportation programs require a non-federal match. This matching level is established by legislation. For many programs, the amount the state or local governments have to contribute is 20 percent of the capital cost for most highway and transit projects.” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

18 Shares of State and Federal Funding for Transit, 2009“In FY 2009, states provided $13.1 billion in transit funding, while federal funds totaled $9.7 billion. The seven states with the largest funding amounts—New York, California, Massachusetts, New Jersey, Pennsylvania, Illinois, and Maryland—collectively allotted $10.8 billion in state funding, while the remaining 39 allotted $2.3 billion. About $5 billion—more than half of all Federal funds spent on transit. The sources for transit funding used by most states were gas taxes (reported by 16 states—7 percent of all transit funds), general funds (reported by 12 states—5.5 percent of all funds), and bond proceeds (12 states—7.6 percent of all funds). Motor vehicle/rental car sales tax and general sales tax were each used by 8 states. General sales tax accounted for 24.4 percent of the total transit funding and motor vehicle/rental car sales tax accounted for 3.2 percent. Registration/license/title fees (7 states—2.6 percent of total funds) and interest income (6 states--0.1 percent) were the least frequently reported. Thirty-one states reported that they used other sources for funding such as state highway funds, trust funds, miscellaneous revenues, fees, or taxes, lottery funds, documentary stamps, and other types of assessments. Ten of these thirty-one states relied solely (100 percent of transit dollars) on these miscellaneous revenue sources. Other sources accounted for 49.6 percent of the total transit funds provided by all states and DC. “ Taken from AASHTO, 2011 Source: AASHTO, 2011

19 Typical Regional Planning IssuesAir Pollution Non-attainment areas Conformity Requirements Congestion Mitigation and Air Quality Improvement (CMAQ) Finances and Programming Fiscally constrained plans Land-use and Transportation Coordination Context Sensitive Design Transit Oriented Development Performance Measures Public Involvement “Air Pollution Large Stationary sources (e.g. power plants) Small Area sources (e.g. dry cleaners) Mobile sources (e.g. cars) The Clean Air Act (CAA), Title 23 and Title 49 U.S.C. requires that transportation and air quality planning be integrated in areas designated by the U.S. Environmental Protection Agency (EPA) as air quality nonattainment or maintenance areas. Air Pollution State CAA requires that each state environmental agency develop a plan called a State Implementation Plan (SIP) shows how the state will implement measures designed to improve air quality enough to meet National Ambient Air Quality Standards (NAAQS) for each type of air pollutant Vehicle emissions reductions programs (e.g., the use of reformulated gasoline or implementation of Inspection and Maintenance [I/M] programs) changing how we travel (e.g., ride sharing or use of transit), transportation projects that reduce congestion (e.g., signal synchronization programs) can all help areas meet emission reduction targets for on-road mobile sources. Air Pollution MPO “Nonattainment” areas (NAA) are geographic areas that do not meet the federal air quality standards, and maintenance areas are areas that formerly violated but currently meet the federal air quality standards. The Clean Air Act (CAA) of 1990 identifies the actions states and MPOs must take to reduce emissions from on-road mobile sources in nonattainment or maintenance areas Source: USDOT, 2007

20 Typical Regional 4 Step ModelTrip Generation Trip Distribution Mode Split Network Assignment Note: This slide can be discussed, but is not necessary. The 4 step process is discussed in more detail in another presentation of NTC. “Trip generation: Estimating the number of trips generated in a small geographic area, called a zone, or at a particular location, and attracted to another zone or particular location, based on the assumed relationship among socioeconomic factors, land use characteristics, and the number of trips. Trip generation then leads to: Trip distribution: Estimating the number of trips that originate in every zone in the study area, with destinations to every other zone. Mode split: Estimating, for the number of trips predicted between each origin and destination, the number of trips made via each type of mode that is available for that trip. Thus, “x” percent are likely to drive alone, “y” percent are likely to take transit, “z” percent are likely to ride-share, etc. Mode split leads to Network assignment: Estimating the number of trips via a particular mode that will take specific paths through a road or transit network. The end result, when all trips are assigned to a network, is an estimate of the total number of trips that will use each link in the network. When compared to the capacity of this link, planners can forecast the level of congestion that will occur at that location. This becomes the basis for assessing the performance of the transportation system. Land Use and Emission Models Land use models are used to forecast future development patterns as well as the potential for proposed transportation improvement to “induce” new or accelerated land development in particular areas. The output of land use models typically provides the input to the trip generation step of the travel forecasting model. Emissions models use the output of travel forecasting models—simulated highway travel as expressed by vehicle miles traveled—in projecting the tons of key pollutants emitted in the exhaust of vehicular trips. Estimates of the tons of emissions of hydrocarbons, nitrogen oxides, and particulates from emissions models provide important information for use in air quality analysis. Other Models Tour-based models, for instance, keep track of travel activity throughout the day and can assemble multiple trip legs (chained trips) into tours. For example, a parent may leave work, pick up the children at day care, and stop at the grocery store on the way home. These separate trips would be linked together into a tour and, when taken as a whole, the modeled travel behavior of this parent would likely be different than if all of these trips were considered separately. An activity- or tour-based model is able to show the extent to which mixed-use neighborhood residents tend to reduce their automobile use by taking transit, walking, or bicycling, or accomplishing several activities in one automobile trip in cases where mixed-use development places retail, entertainment, and office locations close together. The modeling approach, more disaggregated in time, space, and activities, is also better suited to analyzing other complex policy alternatives such as variable pricing, flexible working hours, non-motorized travel, and induced demand.” Source: USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Source: USDOT, 2007

21 Sources AASHTO (2011). Survey of State Funding for Public Transportation. Washington, DC, American Association of State Highway and Transportation Officials. (additional reading) USDOT (2007). The Transportation Planning Process: Key Issues. Washington, D.C., Federal Highway Administration and Federal Transit Administration. Retrieved 12/19/2011 from (Read Introduction and Part 1; Instructor can choose from Major Policy Issues in Part 2) USDOT (2004). Transit at the Table: A Guide to Participation in Metropolitan Decisionmaking. Washington, D.C., Federal Transit Administration. ) Retrieved 12/19/2011 from (Read Executive Summary; Instructor can choose additional sections) Weiner, E. (1997). "Urban transportation planning in the US - A historical overview." Retrieved 12/19/2011 from (Read Chapters 1, 12, 13). Possibly add chapters 3 and 4. Updated version is available as a book: Weiner, E. (2008). Urban Transportation Planning in the United States: History, Policy, Practice. Westport, CT, Springer.

22 Sources for this PresentationThis slide lists the main sources for this presentation. You can find a detailed list of sources on the last slide of the presentation. Lecture notes for this presentation typically originate from these sources.