TECHNICAL ASSISTANCE IN VIRGINIA: STEPHEN C. BRICH. Transportation. Research Scientist LESTER A. HOEL. Faculty TRANSPOR]'ATION RESEARCH COUNCIL

Transcription

1 TECHNICAL REPORT ASSISTANCE TRANSPORTATION MULTIMODAL IN VIRGINIA: PLANNING PAST PRACTICES AND NEW OPPORTUNITIES C. BRICH STEPHEN Research Scientist Transportation A. HOEL LESTER Research Scientist Faculty Hamilton Professor of Civil Engineering V. -R G N A TRANSPOR]'ATION RESEARCH COUNCIL VIRGINIA TRANSPORTATION RESEARCH COUNCIL

2 TRANSPORTATION PLANNING IN VIRGINIA: MULTIMODAL PRACTICES AND NEW OPPORTUNITIES PAST Transportation Research Scientist Research Sciemist Faculty Professor of Civil Engineering Hamilton opinions, findings, and conclusions expressed in this ( are those of authors and not necessarily those of report Transportation Research Council Virginia Cooperative Organization Sponsored Jointly by (A Department of Transportation and Virginia University of Virginia) 1994 September 95-TAR1 VTRC TECHNICAL ASSISTANCE REPORT Stephen C. Brich Lester A. Hoel sponsoring agencies.) Cooperation with U.S. Department of Transportation In Highway Administration Federal Charlottesville, Virginia

3 J. BEVON, Co-Chairman, Head, Department of Rail & Public Transportation L. D. GARVER, JR., Co-Chairman, Asst. Commissioner Planning & Programming, VDOT C. D. ARNOLD, JR., Executive Secretary, Virginia Transportation Research Council E. W. BERG, Assistant, Rail & Public Transportation Administration D. E. BLAKE, Transportation Research Board S. BOLITHO, Director of Development and Marketing, Peninsular Transportation District C. Commission J. CHRISTOFFEL, Executive Director, Lord Fairfax Planning District Commission T. R. CLARKE, Assistant, Transportation Planning Division Administration, VDOT B. R. CONNER, Assistant, Rail & Public Transportation Administration G. A. CURTIS, Chief Engineer for Port Development, Virginia Port Authority S. L. FARMER, Chief Transportation Planner, Hampton Roads Planning District Commission D. S. HOLLIS, Urban Division Administrator, VDOT M. HOWARD, Chief of Transportation, Fifth Planning District Commission A. C. LOCKWOOD, Transportation Planning Division Administrator, VDOT R. LLORT, District Operations & Planning Engineer, VDOT Y. N. LYSY, Director of Transportation, Richmond Regional Planning District Commission D. S. SORRELL, District Administrator, VDOT C. R. STEELE, Ph.D., Unit 1517 S. L. TISCHER, Ph.D., Policy Analysis/Intergovernmental Relations, VDOT M. TURNER, Federal Highway Administration B. A. WATERS, Planning and Promotion, Virginia Department of Aviation M. W. WHITE, District Tunnels & Toll Facilities Engineer, VDOT W. W. WINGO, Resident Vice President Public Affairs, Norfolk Sourn Corporation B. MULTIMODAL PLANNING RESEARCH ADVISORY COMMITTEE C. H. ZELLER, Transportation Planning, VDOT

4 Supplememary Regulations 4 TABLE OF CONTENTS Executive Summary v Introduction 1 Intermodal Surface Transportation Efficiency Act of Multimodal Transportation Planning in Virginia 10 Research Agenda for Imermodal and Multimodal Planning 19 Conclusion 25 References 26 iii

5 ADA BMS CAAA CMAQ CMS COT-21 EPA FAA FHWA FRA FTA IMS ISTEA MARAD MPO NHS NPRM NTS PMS PTMS SIP SMS SOV STIP STP STRAHNET TCM TDM TIP TMA TMS VDH&T VDOT VDR&PT VRE VTB with Disabilities Act Americans Management System Bridge Air Act Amendment Clean Mitigation and Air Quality Improvement Program Congestion Protection Agency Environmental Aviation Administration Federal Highway-,. Administration Federal Railroad Administration Federal Transit Administration Federal Management System Intermodal Surface Transportation Efficiency Act of 1991 Intermodal Administration Maritime of Proposed Rule Making Notice Transportation System National Management System Pavement Transportation Management System Public Implementation Plan State Management System Safety Occupancy Vehicle Single Transportation Improvement Program Statewide Transportation Program Surface Highway Network Strategic Control Measure Transportation Demand Management Transportation Management System Traffic Department of Highways and Transportation Virginia List of Acronyms Management System Congestion on Transportation in Twenty-First Century Commission Planning Organization Metropolitan Highway System National Improvement Program Transportation Management Area Tramportation Department of Transportation Virginia Department of Rail and Public Transportation Virginia Railway Express Virginia Transportation Board Virginia

6 Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) provided with a means of maintaining its existing infrastructure while laying foundation for a nation have an economically efficient, environmentally sound intermodal transportation system. would system will allow nation to be competitive in a global economy while ensuring This established National Highway System (NHS), consisting of 155,000 miles ISTEA kin)of major roadways throughout United States. NHS roadways are a (249,448 compilation of existing roadways, not newly constructed roadways, currently designated as or Congress will undertake establishment of a National Transportation System (NTS). DOT NHS will provide backbone for proposed NTS. also provided nation with an array of avenues to create a state-of--art ISTEA transportation system, one of which allows each state to be more flexible with intermodal funds it receives. For example, in past, federal highway funds could be used only for federal purposes. Now, those funds can be used for transit projects and bicycle and/or highway pedestrian facilities, as well as for highway purposes, depending on state's needs. order to promote intermodal transportation, Congress, through ISTEA, created In of Intermodalism. This office provides states with information pertaining to Office of representatives from each U.S. DOT administration was created to aid in carrying composed Secretary's recommendations. out Management System Regulations require each state to develop, establish, and a systematic process to manage pavements, bridges, safety, congestion, public implement efficiency with which states utilize valuable resources and increase safety of improve and transit facilities. results from Management Systems are to be input data highways EXECUTIVE SUMMARY National Perspective national intermodal transportation system. ISTEA was passed to ensure that United States energy-efficient movement of both people and goods. urban and rural principal arterials, and highways. Although NHS is composed interstate, of highways, U.S. Secretary of Transportation, Frederico Pefia, has stated that U.S. solely movement of people and goods on nation's intermodal facilities. An advisory board ISTEA also included many new regulations. two most notable are Interim Final for Management Systems and Statewide Planning: Metropolitan Planning Regulations Regulations. transportation facilities and equipment, and intermodal facilities. se systems promise to

7 systems will change way states do business for years to come. November 1993, Federal Highway Administration (FHWA), in conjunction with In Federal Transit Administration (FTA), issued Final Rules for Statewide Planning: has changed. States must now explicitly consider 23 factors and MPOs must consider 15 process when developing ir transportation plans. Both states and MPOs must also develop a factors transportation improvement program that has been reviewed and commented on by multimodal public. projects contained within first three years of each of improvement Virginia has typically taken a individual plans for separate modes rar than developing an integrated plan for combining efficient use of all modes. For instance, a study by Commission on Transportation in Twenty-First Century (COT-21) set infrastructure added to state, and state's response to a critical need, but industry, activities related to this effort were essentially focused on single-mode highway planning less attention was paid to mix of modes and management strategies that could serve Much demand. This is not an indictment of transportation agencies. Separate modal planning this has always been a vital element of Virginia's economy. In 1992, Transportation of Economic Development for Virginia issued a report entitled Virginia's Economic Secretary for Statewide Transportation Planning Process and Metropolitan Planning Process. se Metropolitan Planning. se new regulations govern development of statewide plans and programs, as well as those of Metropolitan Planning Organizations transportation ensuring that statewide and metropolitan plans would meet requirements for (MPOs), federal funding. planning process has essentially remained same, consisting of four- step process and using 3Cs (continuing, comprehensive, cooperative). decision-making programs must be financially constrained. In or words, each project must have its funding source identified and re must be ample funds to proceed with each of projects identified. Virginia Perspective "needs-based" mode-by-mode approach when determining requirements for state investments in transportation. Because of ISTEA legislation, states have to develop true multimodal transportation plans. Arguably, Virginia's approach has not been truly multimodal. Transportation plans and needs assessments have been prepared by stage for a $10 billion highway construction program over 12.5 years, but placed little emphasis on intermodal and multimodal transportation spread This initiative undoubtedly had an economic impact on highway construction services. transportation. Corridors were studied with a primary focus on projected traffic volumes. simply been Commonwealth's historical focus, and institutions which carry out has planning have remained consistent with this historical focus. challenge to transportation Commonwealth is to develop institutions and a planning process more consistent with a multimodal focus. vi

8 Policy, which discussed importance of transportation to economic well- Development of Commonwealth. report stated that Virginia's transportation facilities are major being highway and rail systems, (3) commercial air service at 13 airports, (4) capability of interstate markets across U.S. and world quickly, and (5) ability to serve domestic and reaching 1,090 miles (1,754 km) are on interstate system, and 1,800 miles (2,897 km) make up km), arterial network serving communities of 3,500 people or more. Virginia's rail network, of Washington, D.C. A new component to commuter rail network is Virginia suburbs Express (VRE), which operates from Fredericksburg and Manassas to Washington, D.C. Rail is served by 13 airports with commercial service to over 600 worldwide destinations. Virginia 64 airports are licensed for public use, and majority of se can accommodate Anor multi-engine aircraft. Virginia also has one of finest natural ports in world as well as inland ports. Port of Hampton Roads is served by an ice-free 50 ft (15.24 m) deep- three channel capable of handling large volumes of cargo. Virginia also maintains Virginia water A recem study of trust fund allocation formula, of funds available for transportation, future highway needs are estimated to be no more percem 79 percem of needs for all modes. Future public transportation needs are estimated to be than 2.25 percent and 3.32 percent of total transportation needs, respectively. Rail is not be funded by state, but study made a strong case for involving Commonwealth curremly for promotion of economic growth. report listed five elements of transportation assets representing Virginia's excellent services: (1) superior seaports, (2) extensive infrastructure international business and recreational travelers. report also noted that since transportation is an integral component of economic development, Commonwealth should continue to focus on developing and maintaining an integrated and high-quality transportation system. transportation infrastructure is by no means meager. highway system Virginia's 54,000 miles of interstate, primary, and secondary roads. Of se 54,000 miles (86,905 includes excluding yards and sidings, totals approximately 3,295 miles (5,303 km). Two of nation's railroads, CSX Corporation and Norfolk Sourn Corporation, are headquartered largest state. Intercity rail passenger service is provided by AMTRAK, which operates eight within trains with scheduled stops in Virginia. Metro rail is provided to commuters in Virginia Inland Port in Front Royal, which is a collection point for containers from West Virginia, Ohio, Pennsylvania, and Norrn Virginia. which reported on transportation needs in Virginia over next 20 years, recommended a reallocation of infrastructure that each mode receives. study showed that although highways are allocated 85 amount percent, while its current allocation is only 8.4 percent. Aviation and port approximately needs were determined to be much lower than those for highway and public facility transportation facilities. needs of aviation and needs of port facilities were estimated to in supporting rail facilities. vii

9 Transportation Research Board (TRB) held two national conferences to Recently, intermodal and multimodal transportation planning issues and develop suggested address Multimodal planning focuses on system choices and adapts a non-mode-specific approach to defining and evaluating transportation problems; it n generic, to provide an unbiased estimate of each mode's contribution, singly or in combination, attempts between modes, focusing on ensuring ease of movement for both people and goods interactions transferring from one mode to anor. when planning process will take several years. planning demands that traditional "adversaries" establish new relationships. multimodal interests cannot be limited to transportation. Private business and environmental Planning New kinds of collaborative efforts will be needed to serve evaluated to integrate land use, congestion, and or planning programs. areas of research for multimodal and intermodal transportation planning have Several to Virginia. ISTEA Management Systems identified need for states to rate applicability indices to inform system users, as well as engineers and planners, how system is mobility at any given time. This may be valuable to commuters deciding which mode of functioning transportation to select during rush hour. balance between freight movement by highway and rail also needs investigation. is currently reviewing methods to improve performance along I-81 corridor where Virginia on intermodal and multimodal transportation shows that Virginia needs to begin conferences its transportation resources as a system rar than a combination of individual modes. viewing Issues for Research and Discussion research agendas for future. to solve problem. Intermodal planning, on or hand, examines policy and service conclusions reached by conference participants provide valuable insight into status and prospects for developing integrated transportation plans. (1) Altering current (2) A great deal of effort will be needed to re-invigorate between federal, state, and regional planning efforts. (3) Multimodal planning must relationships community values and quality of life criteria, as well as providing mobility. (4) Benefits reflect and costs must be properly assessed and land use issues require a high priority. (5) Effective advocates must be included. new planning environment will affect way private sector provides facilities and services. a broader range of goals than in past. In addition, freight and commodity planning must be performance of ir transportation systems to determine ir effectiveness. se performance measures can be qualitative and/or quantitative. Virginia may also develop trucks represent nearly 45 percent of traffic. One way to increase safety of facility may be to divert a percentage of freight movement in corridor to rail. To do this, Virginia needs to address connectivity of se two modes. This summary of ISTEA legislation, past Virginia transportation studies, and two TRB viii

10 TRANSPORTATION PLANNING IN VIRGINIA" MULTIMODAL PRACTICES AND NEW OPPORTUNITIES PAST C. Brich Stephen Research Scientist Transportation A. Hoel Lester Research Scientist Faculty act to foster country's ailing transportation system, Intermodal Surface legislative Efficiency Act of 1991 (ISTEA). goal of ISTEA is a national intermodal Transportation system, economically efficient and environmentally sound, to help nation transportation in global economy, and move people and goods in an energy-efficient manner. compete consumption and air pollution, and increase mobility for elderly and disabled passengers energy promoting economic development at home and abroad. while established National Highway System (NHS), which consists of 155,000 ISTEA (249,448 km) of major roadways within United States. NHS is a compilation of miles designate NHS by September 30, Although NHS is composed solely of must U.S. Secretary of Transportation, Frederico Pefia, has stated that U.S. DOT highways, Congress will undertake establishment of a National Transportation System (NTS). and/or NHS will provide backbone for proposed NTS. Hamilton Professor of Civil Engineering INTRODUCTION On December 18, 1991, Congress of United States of America passed a landmark ISTEA requires states to consider new methods to improve intermodal connectivity, reduce Intermodal Surface Transportation Efficiency Act of 1991 National Highway System Interstate System, urban and rural principal arterials and highways that provide access to ports and airports, and roadways designated under Strategic Highway Network or (STRAHNET) for defense purposes. NHS provides an interconnected system of principal routes serving major population centers, international border crossings, ports, airports, arterial As a requirement of ISTEA, Secretary of Transportation, in consultation with states, etc.

11 also established a Surface Transportation Program (STP), which authorizes $23.9 ISTEA of funding over six years for construction, reconstruction, rehabilitation, resurfacing, billion construction and/or reconstruction necessary to accommodate or transportation include STP also provides flexible funding opportunities for capital costs to transit projects that modes. eligible for assistance under Federal Transit Act, as well as to publicly owned intracity are intercity bus terminals and facilities. Car pooling, fringe and corridor parking facilities, and and and bicycle facilities are or examples of type of projects funded under STP. pedestrian funding for various projects depends on location. Urban areas will receive a different level of funding than rural areas. programs to improve air quality in non-attainment areas. Control Measures (TCMs) and develop air quality programs that are designed to Transportation national standards for carbon monoxide (CO), ozone (O3), and even small particulate attain a result of ISTEA and Clean Air Act Amendments (CAAAs), MPOs are now As for formulating an area's Transportation Improvement Program (TIP), which includes responsible State Implementation Plan (SIP) for achieving attainment. All projects that are funded with funds must be included in TIP and must conform with SIP. TCMs developed CMAQ for a state air quality plan have highest priority for funding under this program. with no non-attainment areas are still eligible to use CMAQ funding provided States meet eligibility requirements for funding under CMAQ and STP. projects federal share for non-interstate projects is 80 percent, while for interstate projects it is 90 Activities that include traffic control signalization and commuter car pooling/van percent. Surface Transportation Program restoration, and operational improvements for highways and bridges. se improvements Congestion Mitigation and Air Quality Improvement Program Congestion Mitigation and Air Quality Improvement Program (CMAQ) is anor program established by ISTEA. CMAQ provides states with $6 billion over six years for se funds permit states to implement matter (PM0). funds are primarily used for projects that expand or initiate transportation CMAQ with air quality benefits. CMAQ projects for specific non-attainment areas focus on services emissions that non-attainment area is noted for, and projects are coordinated with area's Metropolitan Planning Organization (MPO). federally funded highway and transit projects and TCMs. TIP must be in coordination with federal share for fimding depends on type of project to be undertaken. Currently,

12 may be allowed up to 100 percent. Pedestrian and bicycle facilities must be funded at pooling a share of 80 percent. federal CMAQ projects thus far can be categorized as follows: Improvements (includes commuter rail) Transit Services Ride-Share Flow Improvements (includes upgrading signal timings) Traffic Management Strategies Demand and Bicycle Facilities Programs Pedestrian and Maintenance Programs Inspection may be allocated for construction of both types of facilities as well as for projects that funds to safe usage of bicycles. NHS funds may also be used to fund construction of relate or replacement, federal funds may be used to rehabilitate bridge for safe reconstruction movement. bicycle funds may also be used to fund a position within a state department of Federal for a Bicycle and Pedestrian Coordinator to promote and facilitate use of nontransportation achieve its purpose of promoting intermodal transportation, ISTEA created Office To Intermodalism, under U.S. Secretary of Transportation. This office provides states and of administrators of Federal Highway Administration (FHWA), Federal Aviation (FAA), Maritime Administration (MARAD), Federal Railroad Administration Administration and Federal Transit Administration (FTA). This advisory board is responsible for (FRA), recommendations to Secretary of Transportation. providing Bicycle Transportation and Pedestrian Walkways transportation facilities and pedestrian walkways may also be constructed using Bicycle funds under ISTEA. For bicycle facilities to be federally funded, project must show federal that bicycle use will be principally for transportation and not for recreation. CMAQ and STP bicycle facilities on land adjacent to any highway on NHS. In cases where bridge decks need motorized vehicles. Bicycle and pedestrian plans developed by MPOs and states will be incorporated into ir respective long-range transportation plans. Intermodal Transportation with information on movement of people and goods on intermodal transportation MPOs ISTEA also established Intermodal Transportation Advisory Board, consisting of systems.

13 also contained several sections relating to Metropolitan Planning and Statewide ISTEA as well as Management Systems. In November 1993 and December 1993, Planning, and FTA issued joint regulations on Statewide Planning:Metropolitan Planning and FHWA Interim Final Regulations for Management Systems. ISTEA, FHWA and FTA jointly require each state, in cooperation with Under to develop and establish systems for managing highway pavement on federal-aid MPOs, management systems are a se systems should improve efficiency with which states use valuable resources data collection and analysis techniques, determination of needs, criteria used for measures, of strategies, and an evaluation of effectiveness. results from Management selection development of transportation plans and programs for urbanized areas as well governing as development of statewide plans and programs. se new regulations were issued to ensure statewide and metropolitan plans and programs meet requirements for federal highway that transit funding. and Supplementary Regulations Management Systems (PMS), bridges, both on and off federal-aid highways (BMS), highway safety (SMS); highways congestion (CMS), public transportation facilities and equipment (PTMS), and traffic intermodal transportation facilities and systems (IMS). Each state must also develop, and implement a traffic monitoring system for highways and public transportation establish, and equipment (TMS). facilities systematic process to assist states and MPOs in decision- making. and increase safety of highways and transit facilities. Each system must include performance are to be input data for Statewide Transportation Planning Process and Systems Planning Process (Figure 1). It should be noted that systems Metropolitan not designed were be one or two-year projects. y are a long-term, iterative approach to way states do to business. Planning Regulations Statewide Planning and Metropolitan ISTEA contains several sections relating to Planning. In November 1993, FHWA and FTA jointly issued Final Rules for Statewide Planning:Metropolitan Planning. se Final Rules replace existing planning regulations

14 Figure 1 U.S. Department of Transportation. Management and Monitoring Systems Vol. 58, No SOURCE: D.C." Federal Register. Washington, new statewide planning regulations require each state to carry out a continuing, and intermodal statewide transportation planning process. This includes comprehensive, of a statewide transportation plan and a TIP that facilitate efficient and developmem movement of people and goods in all areas of state. statewide plan needs to economic a wide range of transportation needs for both passengers and freight and for all modes consider transportation, including ir connections. of developing statewide transportation plan, state must coordinate with or In organizations for public involvement and data collection and analysis. public planning and information for public comment, similar to Notice of Proposed Rule Making time used by federal government. (NPRM) for a period of not less than 20 years. SYSTEM PERFORMANCE STRATEGIES PLANNING PROCESS TRANSPORTATION PLAN IMPLEMENTATION Statewide Transportation Planning involvement process must be proactive, early and continuous. state must provide sufficient se regulations require statewide transportation plan to address all areas of state plan must be imermodal and contain methodology for connecting bicycle transportation and pedestrian walkways with or modes. regulations also require states to explicitly consider 23 factors when developing ir transportation

15 se factors are listed in Table 1. Two factors (Indian tribal governmems and plan. border crossings) are not valid for Commonwealth of Virginia; however, y international 1 TABLE PLANNING FACTORS STATE between metropolitan planning areas within state with those Connectivity in or states areas and tourism Recreation plan developed pursuant to federal Water Pollution Control Act Any Systems Management (TSM) and investment strategies to utilize Transportation facilities to ir fullest potential existing social, economic, energy, and environmental effects of transportation Overall decisions to reduce and prevent traffic congestion Methods to expand and enhance appropriate transit services (includes commuter Methods rail) of transportation decisions on land use Effects for identifying and implementing transportation enhancements Strategies mechanisms for financing (e.g., tolls, congestion pricing) Innovative of right-of-way (ROW) for future construction Preservation needs of state's transportation system for movement of people Long-range goods and to enhance efficient movement of commercial vehicles Methods of life-cycle cost analysis in designs Use of transportation plans developed for metropolitan areas Coordination strategies to improve adjoining state local roads Investment of Indian tribal governments Concerns still must be addressed. plan must be coordinated with MPOs, make reference to or reports significant to its development, and summarize financial resources required. planning state must develop plan by January 1, It will be basis for approving subsequent statewide transportation improvement programs (STIPs). needs identified by management systems Transportation state, and local energy use goals, objectives, etc. Federal, for inclusion of bicycle facilities and pedestrian walkways Strategies border crossings International needs of non-metropolitan areas Transportation metropolitan plan Any

16 addition to statewide transportation plan, regulations require each state to In its own STIP for all areas of state. metropolitan areas are required to develop develop own TIP. Once TIP has been approved by MPO and Governor, it must be ir into STIP without any modifications. included STIP must be developed for a period of not less than three years. It must include a of priority projects to be carried out in its first three years. projects contained within list constrained by year; that is, state must identify where funding will come from for financially of projects broken down by years. Projects contained in any of first three years may each "juggled." This allows states to reprioritize projects and ir associated funds. Once se be have been completed, state must submit entire proposed STIP to FHWA and FTA steps regulations also require MPOs to have a continuing, cooperative, and se (3C) transportation planning process. 3C planning process should provide comprehensive intermodal transportation systems that facilitate efficient and economic movement integrated, people and goods while supporting community development and social goals of of metropolitan area. For MPOs located within non-attainment areas, MPO must also coordinate development of ir transportation plan with development state implementation plan (SIP), including development of transportation control of in developing STIP, Metropolitan Planning Process requires MPO to As for a proactive public involvement process. Public involvement must begin early in provide Statewide Transportation Improvement Program must be consistent with those identified in statewide transportation plan and must STIP to Environmental Protection Agency (EPA) regulations. se same projects must be conform for joint approval. Metropolitan Transportation Planning and Programming It is MPO's responsibility to carry out metropolitan planning process in cooperation with state and local transit officials. measures (TCMs). As with statewide transportation plan, MPO must now explicitly consider 15 factors when developing ir transportation plan (Table 2). of TIP and continue throughout entire planning process. public development process should include public notices of activities and allocation of time for involvement review and submission of comments at key decision points.

17 2 TABLE PLANNING FACTORS MPO of existing transportation facilities Preservation with federal, state, and local energy use goals, objectives, etc. Consistency and prevention of congestion (CMS) Relief of transportation decisions on land use and development Effects border crossings and access to ports, airports, etc. International between metropolitan planning areas within state with those Connectivity in or states areas needs identified from management systems Transportation of right-of-way (ROW) for future construction Preservation of efficient movement of freight Enhancement of life-cycle cost analysis in designs Use social, economic, energy, and environmental effects of transportation Overall decisions enhancement, and increased use of transit services Expansion, MPO is required to use managemem systems as a means to identify community needs. CMS, PTMS, and IMS must each be a component of Metropolitan transportation strategies. planning process should provide for periodic investigations of (TDM) of management systems in enhancing transportation investment decisions effectiveness of expenditures Programming of ALL transportation projects undertaken (should include cost analyses) Effects Capital investments to increase security in transit systems Relation to Management Systems Planning Process. MPO may not expend federal funds for any project that significantly increases capacity for single occupant vehicles (SOVs), unless project is a result of CMS. In areas that are designated as Transportation Management Areas (TMAs), Planning Process must include development of a CMS that effectively manages Metropolitan existing and future transportation facilities through use of travel demand management all and overall efficiency of metropolitan transportation system.

18 Metropolitan Transportation Plan planning regulations require metropolitan transportation plan to address a period not less than 20 years. plan should include both long and short-range strategies to provide of contain methodologies for interconnecting bicycle transportation and pedestrian walkways also or modes. plan shall" with projected transportation demand for persons and goods identify capital investments and or measures to preserve existing transportation assess systems a multimodal evaluation of transportation reflect identify proposed transportation enhancement activities. addition to metropolitan transportation plan, regulations require each In area to develop its own TIP in cooperation with state and local public transit metropolitan Once TIP has been approved by MPO, Governor is required to approve it, operators. which TIP will be included into STIP without any modifications. after MPO must develop TIP for a period of not less than three years. TIP may more than three years if financial information regarding projects for additional extend is provided. TIP must include a list of priority projects to be carried out in its first years projects in TIP must be consistent with transportation plan and must to EPA regulations. projects must be financially constrained by year; that is, conform must define where funding will come from for each of projects, broken down by year. MPO TIP shall include, for each project, descriptive material to identify project or its estimated total cost, amount of federal funds and non-federal funds to be obligated phase, program year, locality responsible for overseeing project, and identification of each that come under Americans with Disabilities Act (ADA). regulations also projects a tree intermodal transportation system for moving people and goods efficiently. This plan must MPO must review and update this plan at least once every three years. In addition, plan must be reviewed by MPO, FHWA, and FTA to determine wher or not it conforms to CAAA and or EPA regulations. Even though plan does not need approval by FHWA and FTA, copies of plan must be forwarded to se agencies for review. Metropolitan Transportation Improvement Program three years. TIP to identify criteria and process used for prioritizing projects, and list projects require have been completed from TIP and wher any major delays were encountered. that

19 1987, a landmark study of transportation needs was completed by Commission on In in Twenty-First Century (COT-21). Phase I of study, completed in 1986, Transportation three major objectives" (1) to confirm critical highway and transportation needs of had (2) to explore alternate means of financing transportation, and (3) to examine Commonwealth, transportation challenge for Virginia was seen as reducing or eliminating highway in urban areas. report noted that in many of our cities and suburban jurisdictions congestion major challenge is traffic congestion. Intraurban trips that once took minutes now take our report noted that congestion also (1) increases vehicle accident rates and operating hours. (2) contributes to air pollution problems, (3) increases shipping costs of raw materials and costs, produced in Commonwealth, (4) reduces industrial productivity and business goods that while congestion problem is result of many factors, it is basically a problem of noted traffic on Virginia's roads outpacing Commonwealth's highway construction program. second problem identified by COT-21 was lack of accessibility of rural areas. roads, excessive grades, limited sight distances, and inadequate shoulders contribute to Unpaved road conditions and excessive time spent in transporting coal, lumber, and agricultural unsafe products. problems noted were need for public transportation by commuters and special Or rehabilitation of bridges, industrial rail access to promote economic development, and users, determine transportation needs, a series of public hearings were held and an analysis To needs assessment studies was prepared by Virginia Department of Highways and of over a six-year period, although some of se funds ($245 million) were set aside for highways Funding needs of or modes were to be examined in greater detail during Phase II of transit. taxes, local general revenues, and bonds. Airport needs were projected to total $250 million over Multimodal Transportation Planning in Virginia Commission on Transportation for Twenty-First Century feasibility of a separate fund for highway construction. efficiency, and (5) serves as an impediment to increased economic development. report need to expand existing ports and airports. Transportation (VDH&T). It was estimated that $10.2 billion would be required primarily for work. A general picture of needs for or modes was furnished by providers of se services and described as follows. Needs indicated are total requirements, and with exception of mass transit, level of state funding is not indicated. In 1985 Virginia had 55 publicly owned airports. Revenue needs have been Airports. mostly by Federal Aviation Trust Fund, airport concessions and fees, personal property met 10

20 next 10 years exclusive of Washington National and Washington Dulles International Airports. Transit. In 1985, $35 million in state assistance was given to 31 systems Mass Commonwealth. A consulting report estimated a future need of $705 million in throughout alone over next six years and state support for capital and operating costs of $470 to capital million over next six years. $669 In 1986, General Assembly adopted budget language authorizing funding of Rail. access rail tracks if construction of se tracks will have a positive impact upon "industrial economic development of state." cost of se projects is unknown. Commuter rail also funded by state for first time in 1986, and it was anticipated that several areas of was volume of activities by 35 percent from previous year alone, from 2.7 million tons to 3.6 its ( ). It was estimated that Port of Hampton Roads would be operating at well over tons percent capacity by 1991 without additional expansion. Port expansion was estimated to 100 $ million over next 10 years. cost noted, Phase I study was geared primarily to highway needs, estimated at over $1 As per year. Accordingly, remainder of report dealt with (1) capacity of billion industry to handle a major expansion of highway system; (2) sources of needed construction estimated at $6-7 billion within Commonwealth; and (3) mechanisms for allocating revenue, study concluded that (1) commitment by Commonwealth to a funds; (2) taxes should be raised from four sources: sales, gasoline, titling, and interest on of and future highway fund balances; and (3) management of transportation funds should be current for all modes of transportation by creating a Virginia Transportation Board (VTB) coordinated expansion of membership and authority. Renaming Virginia Department of Highways with Transportation as Virginia Department of Transportation (VDOT) was also and recommended. Little mention was made of limiting demand through traffic management means or Commonwealth would seek substantial support in future. Ports. At time of report, Virginia Port Authority had substantially increased funds for roads and highways and managing new revenues for transportation needs. stable, predictable, long term construction program is critical to industry adjustment and cost-effective expenditure As is evident from this report, major focus of COT-2 l's work was identification of needs and projects coupled with resolution of issues such as financing, highway and management. Little emphasis was placed on interaction of highways implementation, and or modes. approach to resolving "congestion" problems was to add new highway lanes. 11

21 encouraging use of or modes. Rar, a single-minded effort was made to develop a a result of Phase I study, a legislative package was enacted establishing a 12.5 As $10 billion road construction program, creating an integrated Virginia Transportation Board year, authority to coordinate financing of all modes of transportation, and increasing funding with $1.8 billion over 10 years for Virginia's ports, airports, and public transportation systems. by techniques that could be made available to local governments, (2) determining if local financing of government should be granted additional authority for controlling transportation units and (3) exploring ways to improve cooperation between VDOT and local networks, governments. Phase II report contained 26 recommendations. Several of se are relevant to of multimodal transportation planning. y are: problems VDOT should more clearly articulate a planning process that considers five- 1. update of twenty-year needs inventory, a ten-year planning horizon, six-year year improvement program, and annual updating process. VDOT should cominue to emphasize modal linkages and be accountable for 2. and intermodal considerations in establishing its planning objectives. modal VDOT should expand its traffic management initiatives into a system of 3. management that would include mass transit and or modal altematives. transportation transportation needs of Virginia's human services should be studied, with 4. emphasis on rural and intracity transportation requirements. This study should special an action plan and examination of funding sources for both human service and include transportation, with a close look at how se sources can be pooled effectively. public Such a COT-21 set stage for a major highway construction program over a mechanism for accelerating highway construction program within Commonwealth. distribution of funding was: highways, 85 percent; public transportation, 8.4 percent; 4.2 percent; airports, 2.4 percent. ports, Phase I report suggested an examination of needs of or modes in greater detail during Phase II. However, COT-21 was asked to shift its focus and look at pressing needs of Virginia's local governments. Specifically, COT-21 examined (1) creating innovative study would be in accord with preliminary plan for coordination of services prepared by Department for Rights of Disabled. 12 year period. This initiative had an economic impact on highway construction industry and state's 12

22 infrastructure, and responded to a critical need. Yet, planning activities that were related to effort were essentially focused on single-mode highway transportation rar than intermodal this Corridors were studied with a primary focus on projected traffic volumes, and less interactions. was paid to mix of modes and management strategies that could possibly serve this attention in a more flexible way. demand 1989 study entitled State Multimodal and Intermodal Transportation provided a A overview of state efforts to use multimodal and intermodal transportation plans, comprehensive and projects to promote economic development or respond to competitive market programs, report mentioned Committee on Transportation for Twenty-First conditions report by Secretary of Economic Development, entitled Virginia Economic A Policy, discussed importance of transportation to economic well being of Development Historically, Virginia has shown stability during national and intemational business and 1980, Virginia's population grew at a rate exceeding national average, as did its per 1960 personal income, service industry, nonagricultural and manufacturing employment. capita employment declined in all categories except government. outlook for 1990s is Virginia, but growth is expected to be slower than that of nation. Virginia's net migration is optimistic expected to decline, and its labor force will grow at a slower pace than in 1980s. factors in state's recovery and economic growth are (1) increased Significant for business in securing and maintaining national and international markets, (2) competition as having separated its recommendations by individual mode with needs generally Century into separate projects, and report suggested that in Virginia multimodal planning divided strategies are not yet fully developed. Transportation and Economic Policy in Virginia Commonwealth. report is a synsis of studies and reports on economic development and or approaches that address current and future challenges. cycles. Virginia's basic industries are business services, manufacturing, government, tourism, agriculture, forestry, fisheries, coal mining, and port activity. Over 30-year period between boom years were 1980s, a decade in which population grew by almost 16 percent and employment increased by 34 percent. A strong contributing factor was defense buildup, which accounted for 5 percent of state's population growth. recession of changed se growth trends, and in defense spending, (3) downsizing, retooling, and implementing new technology and decreased techniques, (4) upgrading job skills of work force, (5) meeting higher standards management 13

23 wise use of natural resources, and (6) absorbing backlog of commercial real estate for from speculative overbuilding in 1980s. resulting report lists a number of key assets that will allow Virginia to address challenge of (1) a favorable attitude toward business, (2) strategic location on Atlantic Coast, (3) change: and motivated work force, (4) excellent transportation facilities and utilities, (5) a ample system, and (6) abundant and diverse natural, historic, and cultural resources. educational transportation services. In fact, a major goal for multimodal transportation planning is to quality, that system moves goods and people efficiently and economically within state and ensure elements of transportation infrastructure that are identified as representing excellent services are: Virginia's superior seaports, including Virginia Inland Port 1. extensive interstate highway and rail systems 2. commercial air service at 13 airports, including Dulles International 3. ability to quickly reach world markets across U.S. and around world 4. report listed six goals to achieve economic development in Commonwealth, one which is "to promote infrastructure and physical development to support economic of report noted that transportation planning, an integral component of economic development." focuses on developing and maintaining an integrated and high-quality development, develop, expand, and maintain mechanisms for adequate financing for construction of 1. mass transit, airports, and ports highways, increase transportation alternatives for general public and special population groups 2. encourage long-term cooperative planning with local governments. 3. Virginia's Transportation Infrastructure Virginia transportation system consists of four major modes: highways, railroads, air and ports. Most cities operate public transportation services, typically buses, with facilities, of Metro rail in Washington, D.C. Virginia transportation is administered by a exception of Transportation with oversight of all modes, although responsibility for each Secretary strong is no surprise to see transportation facilities listed as a major asset for Virginia's It of economic growth. No state can compete nationally or internationally without high promotion to international destinations. 5. ability to serve domestic and international business and recreational travelers. transportation system. Economic development goals for transportation are to: 14

24 is vested in a separate department. For example, highways are under purview of mode and mass transit is under purview of Virginia Department of Rail and Public VDOT, (VDR&PT). Airports are under jurisdiction of Virginia Department of Transportation and ports are under Virginia Port Authority. Information published by Aviation, Virginia highway system includes more than 54,000 (86,905 km) miles of interstate, and secondary roads. highway system has been maintained and enhanced due to primary, generated by General Assembly in highway system places Virginia in a revenues location with respect to many cities in norast. Six major interstates traverse central serving both north-south and east-west traffic. re are 1,090 miles (1,754 km) of state, system, most of which have been completed. In addition, a state highway network of interstate 1,800 miles (2,897 km) of arterial roads supplements interstate system, with a network about four-lane roads connecting almost all communities of 3,500 population or greater not served of also maintains several bridge tunnels in Hampton Roads Virginia and Chesapeake Bay Bridge Tunnel linking Eastern Shore with mainland. area Virginia has an extensive scenic byways program of rural roads for leisurely travel Furr, historic and rural areas. through are headquartered in state, CSX Corporation in Richmond and Norfolk railroads Corporation in Norfolk. Rail freight service is provided by four Class I, one Class II, Sourn Intercity rail passenger service is provided by AMTRAK, which operates eight trains Washington, D.C. In addition to Metro system, commuter rail is available via Virginia of Express (VRE) from Fredericksburg and Manassas to Washington, D.C. A state Railway authorizes funds for construction and improvement of railroad tracks and facilities program serve new or expanded industrial or commercial businesses. to airports serve Virginia, with commercial air service to over 600 world-wide Thirteen se airports also offer complete general aviation services, including corporate jet destinations. multiengine aircraft. Fifty of 75 airports have instrument approach facilities. Norm Department of Commerce and Trade provides an overview of system. by interstate highways. Virginia also provides reliable rail transportation service. Two of nation's largest and seven Class III railroads. railroad network in Virginia, exclusive of yards and sidings, approximately 3,295 miles (5,303 km). Virginia is junction for major north-south totals on Richmond, Fredericksburg, and Potomac Railroad, CSX Transportation, Inc., and routes Sourn Railway. CSX and Norfolk and Western Railway both terminate in Tidewater. Eastern Shore Railroad Company maintains a line from Norfolk to points north. Several short lines connect with se main lines. Coal accounts for 70 percent of rail freight carried in Virginia. with scheduled stops in Virginia. Metro rail is provided for commuters in Virginia suburbs facilities. Anor 64 airports are licensed for public use, of which 43 can accommodate 15

25 has excellent international air service with Washington National and Washington Dulles Virginia Airports. In 1991, se airports carried 300 million pounds (1.35 x 108 kg) of air International and 26 million passengers. Washington National is one of busiest airports in freight serving 15 carriers. Twenty-three domestic and international airlines are serviced at nation, and renovation program at National and a major expansion including an reconstruction "people mover" system to connect mid-field terminals at Dulles. underground Virginia ports include one of finest natural harbors in world as well as three inland Norfolk, Portsmouth, and Chesapeake. ice-free port is served by a 50 ft (15.24 m) News, water channel capable of handling large volumes of cargo. re are long-term expansion deep Privately-owned coal facilities have made Hampton Roads a world leader in re three river ports, Alexandria on Potomac and Hopewell and Richmond on James are Roads area is also served by a general purpose foreign trade zone in Suffolk, a 21-acre Hampton ha) site, with 97,000 sq ft (9,012 m ) of warehouse space served by rail and truck. (8.50 Implications for Intermodal Research foregoing sketch of extensive transportation facilities available in Virginia for and intemational travel paints a bright picture of services provided to industry and interstate se well-engineered and maintained facilities should place Virginia in a is working diligently to improve service to its customers. highway system has been modes enhanced, and improvements continue to be made thanks to a continuous source of greatly share. Significantly, rail freight is dominated by movement of a single commodity, market Air transportation has also expanded its services with major investments in two coal. and intemational airports serving Norm Virginia and in commercial airports national state. Finally, Port of Hampton Roads also seeks to be competitive with or throughout are implications of se systems for multimodal and imermodal freight and What planning? One of most obvious is interaction between se modes and passenger Dulles. Major capital improvement programs are underway at both airports, an extensive ports. Hampton Roads harbor and shipping center includes marine terminals in Newport plans for port. handling coal; nearly half of all coal exported from U.S. moves through this facility. River. Virginia also maintains an inland container terminal, Virginia Inland Port, in Front This terminal is a collection point where containers from West Virginia, Ohio, Royal. and Norrn Virginia are placed on special trains for direct shipment to Port Pennsylvania, of Hampton Roads. Since shippers pay only direct cost to inland port, arrangement provides a competitive edge for Hampton Roads port over or norast ports. traveling public. strong position to attract industry, given that or factors are equally positive. Each of revenue. Railroad services are improving as industry seeks to be competitive and retain its East Coast ports such as Baltimore, Philadelphia, and Charleston. extent to which y provide an "interconnected" or "seamless" transportation service. Each 16

26 service often rapidly deteriorates However, passenger deplanes or a freight container is deposited on dock waiting area. For once when three trains arrive at Union Station in Washington, D.C. within five minutes of example, or, facility is inadequate to accommodate such a large influx of passengers. each about destination-to-destination service. Emphasis is placed primarily on quality program quantity of modes mselves. Each mode tends to act independently, striving to and area is availability of choice for user. As one mode becomes more and Anor attractive, alternative modes decline or even disappear. When this occurs, traveling more capital and operating expenses, this mode would cease to exist. Similarly, commuter rail although its importance to central city viability is undisputed. Internationally, when air declined, outpaced steamship in time and cost, passenger liner all but disappeared. Truck travel has eroded market share of railroads, because good roads helped transportation industry to expand in territories unserved by rail. Anor role for multimodal planning trucking to assure that competitive advantages of Virginia's transportation facilities are not lost due is a public policy that favors one mode over anor. to Transportation Facility Needs to Year 2010 recent study of transportation trust fund allocation formula established by A on Transportation for Twenty-First Century reported on transportation Commission infrastructure needs in Virginia for next 20 years. amounts for each mode was recommended. Needs were assessed for highways, public aviation, ports, and rail. transportation, It was estimated that total need will be $37.14 billion over 20 years, of which $18.9 service. is unfunded. Highway needs were estimated to consume percent of needs for all billion wher it be air, highway, rail, or port, strives to maintain highest level of service for mode, its users on point-to-point element of trip. escalators are full, ticket counters are congested, and re is a wait for ground transportation. Very little is said in informational material for Virginia's economic development capacity, throughput, and level and quality of service, but interface of se modes is increase fully addressed. not public or shipper becomes captive of that single mode. When highways became and provided a higher level of service than public transportation, ridership declined to ubiquitous point where it was no longer economical to maintain service. Without public subsidies for Based on se estimates a reallocation of needs were derived from results of 2020 statewide plan, which considers Highway adequacy of system elements in comparison to standards of geometrics and level of current modes, whereas ir current allocation is 85 percent. 17

27 transportation needs were estimated for Norm Virginia based on a regional Public process that included commuter rail and Metro rail service. For or areas, needs were planning and ridesharing needs Operation based on projected budgets and represented all needs wher or not state funding was were needs were based on estimates prepared by Virginia Department of Aviation Aviation addressed capital facilities, navigational equipment, a heliport, and new general aviation and and idemification of port facility needs was based on future market factors and trends in U.S. and Atlantic Coast container shipping industry. Based on general cargo forecasts and an of sufficiency of cargo facilities, improvements were identified and costed. evaluation year 2020 port capital needs would be an estimated $1.2 billion, or 3.32 percem of Through Finally, rail improvements were investigated and a all parts of Commonwealth link hazards and assure safe intermodal interfaces eliminate access to rural areas assure congested highway corridors relieve to environment and energy concerns respond a multimodal transportation system. provide was recommended that rail program provide money for rail industrial access and It rail. An estimate of rail needs for purposes outlined, to be raised by a special fund, freight reallocation of Transportation Trust Fund revenues, set by earlier on Transportation for Twenty-First Century, was revised to reflect updated Commission changing needs and funding sources and are similar in magnitude to earlier estimates of reflect Commission. based on average capital expenditures, expanded over 20 years. involved. Finally, needs estimates were expanded by 50 percent to account for increased A total needs assessment of $ billion was estimated, which represented service. of total (current allocation is 8.4%). percent commercial airports. Aviation capital needs were estimated at $2.8 billion, or 2.25 percent of total. total. strong case was made for involving Commonwealth in supporting rail facilities. Among reasons cited were to: was $168 million. In addition to this amount, a rail industrial access program provides assistance to new or expanding businesses for constructing rail access to ir facilities. This program has been in operation since needs assessmem. new recommended allocations are: highway, percem; public transportation, percent; aviation, 2.25 percent; ports, 3.32 percent. se percentages 18

28 Again, study took a Background and Definitions Research Agenda for A and Multimodal Planning Intermodal Transportation Research Board (TRB) held two conferences to address Recently, and multimodal transportation planning and developed suggested research agendas intermodal Both multimodal and intermodal planning are essential if states are to develop a of participants at intermodal planning issues conference was that multimodal consensus provides general context within which intermodal planning occurs. Multimodal planning focuses on system choices and adapts a generic, non-mode-specific approach to planning and evaluating transportation problems, and n attempts to provide an unbiased defining planning examines policy and service interactions between modes, to Intermodal ease of movement for both people and goods when transferring from one mode to anor. ensure intermodal transportation, points of connection are examined as well as links that For major junctions. Examples of connection points are airports, transit terminals, connect transportation includes movement of passengers and freight, and some Intermodal insufficient attention has been devoted to intermodal concerns especially in area of believe transportation. This is surprising, given that movement of goods is essential to freight economy. However, freight transportation interests are not always fully represented on state's transportation policy boards and decision-making bodies. Accordingly, intermodal "needs based" approach and determined requirements for state investmems in individual modes. A survey of or states indicated that no obviously superior methods were found. Little was said regarding interactions among modes or how planning process will be altered under ISTEA. Each need category satisfies a constituent department and permits it to plan and can3, out its work with assurance of fund continuity. for future. coordinated and integrated transportation system. This section describes results and findings of se workshops and suggests research topics that may have relevance in Virginia. First, a distinction was made between "multimodal" and "intermodal" planning. estimation of each mode's contribution, eir singularly or in combination, to solve problem. warehousing centers, and port facilities. Intermodal travel should be viewed from perspective total trip, from origin to final destination and all links in between. Only in this way can of relative merits of various improvement strategies be compared. conference recommended that state transportation agencies and MPOs incorporate freight 19

29 into transportation planning, including education or training of transportation considerations professionals. presenting a research agenda, recommendations of intermodal and multimodal In were examined, since collective wisdom of many transportation professionals was workshops context of Multimodal Research Advisory Committee or within scope of within Council's resources. Some may be of national scope, or involve technology transfer. Research intermodal and multimodal conferences addressed issue of multimodal Both From an intermodal perspective, re are two levels of planning interest: large and planning. Large scale multimodal planning refers to public policy that affects market interests. At small. level, freight interests seek partnerships with or transportation groups to influence areas this as taxation, weight limits, regulation, etc. role of state and federal government is to such consistency among states and to facilitate multimodal planning. Small scale, or ensure scale, multimodal planning involves different modes in partnerships to metropolitan planning. influence multimodal planning should include both public and private constituents from Effective modes throughout process, from establishing goals and criteria to developing alternatives, all In developing se plans, traditional mobility concerns be tempered by community values, environmental interests, economic development, and should needs. A solid information base including both passengers and freight and competitiveness requirements for effective multimodal planning, if not met, become a taxonomy of to planning. Planning barriers include lack of commitment by partners to process, barriers issues, lack of input, competition among private and public agencies, lack of good freight turf existence of proprietary data bases, lack of analytical capability to make decisions about data, options (especially freight versus passengers), lack of data and understanding about land modal air quality, and mobility, and a lack of guidance from federal government, including use, concerns were voiced by attendees at conference on transportation planning, Similar and finance. Among questions raised were (1) institutional barriers that programming, development of consistent statewide and regional priorities and performance prevent (2) institutional steps that would integrate multitude of agencies and groups that measures, reflected in those efforts. se research efforts may or may not be appropriate for completion Noneless, topics may emerge that are focused, timely, feasible, and with high payoff. Multimodal Planning Issues evaluations, and recommendations. reflecting demographic patterns, land use, and economic and fiscal issues, is essential. examples of best practices. need to be involved in process of multimodal planning, (3) institutional changes necessary to 20

30 link between local governments who control land use and state agencies who strengn investment decisions, and (4) development of mechanisms for achieving consensus control of and prospects for developing integrated transportation plans: (1) altering planning status will require patience over several years; (2) a great deal of effort will be needed to re- process relationships between federal, state, and regional planning efforts; (3) multimodal invigorate must derive from a vision that reflects community values, quality of life criteria, and an planning to transportation but must include private business and advocates for a clean limited new planning environment will affect role of private sector in environment. New kinds of collaborative efforts will be needed to serve a and commodity planning must integrate land use, Freight and or planning programs. congestion, of multimodal research from perspective of integration within planning Areas are to: process both diversify and complicate decision process. Policy makers need to be trained in we and public information skills, so a better-informed public can participate consensus-building Develop effective methods for rural planning. emphasis on regulations in urban 2. procedures is an unnecessary and burdensome requirement for rural areas. Needs of planning areas and smaller urban areas should be addressed in a manner that reflects ir unique rural qualities. Identify means to secure accurate freight movement data when shippers are concerned 3. proprietary and privileged information. with In past, journey to work was among participants in planning process. conclusions reached by conference participants provide valuable insight into on providing mobility; (4) benefits and costs properly assessed must receive greater emphasis and land use issues require an important priority; (5) effective multimodal planning emphasis, will require traditional "adversaries" to establish new relationships. Planning interests cannot be providing facilities and services. broader range of goals than in past. Multimodal Research Areas" Planning Develop a manual of best practices for reaching consensus on complex transportation 1. importance of effective public participation and consensus building in issues. planning process is a key element of workable plans. No longer in planning transportation does transportation agency dictate a product. By adding new players to table, profession more actively in decision-making. Examine traditional definitions of trip types. 21