Statewide Multimodal Transportation Plan PDF Download
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Author: Minnesota. Department of Transportation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 96
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Book Description
Author: Minnesota. Department of Transportation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 96
Get Book Here
Book Description
Author:
Publisher:
ISBN:
Category : Highway departments
Languages : en
Pages : 176
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Book Description
The transportation sector is faced with new legislative mandates as reflected by the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991. ISTEA, coupled with the Clean Air Act Amendments (CAAA) of 1990, provides an impetus for change in transportation planning and project implementation. Statewide transportation planning is one of the mechanisms for change that ISTEA provides. Statewide transportation plans integrate planning for multiple transport modes to balance the mobility needs of the state with future revenue sources. To support this requirement, FHWA and FTA have issued statewide transportation planning rules. These rules identify twenty-three factors to be addressed in statewide plans. The case studies included in this report demonstrate examples of coordination.
Author: Minnesota. Department of Transportation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 0
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Book Description
Author: Henry L. Peyrebrune
Publisher: Transportation Research Board
ISBN: 9780309068697
Category : Transportation
Languages : en
Pages : 68
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Book Description
This synthesis report will be of interest to department of transportation ( DOT) administrators, planning supervisors, managers, and staffs, as well as to planning consultants that work with them. It provides information for practitioners interested in the results of attempts to apply multimodal considerations at the statewide level and identifies key research findings. It covers post-ISTEA (Intermodal Surface Transportation Efficiency Act of 1991) processes and projects and both passenger and freight activities. The report examines the application of three multimodal aspects: alternatives, modal mix, and integration into three statewide planning functions, which include state planning, corridor studies, and financing, budgeting, and programming. The emphasis is on implementation. This report of the Transportation Research Board documents processes and research currently under development, using three approaches: a literature review, results of a survey of state DOTs, and five case studies. It cites the following states with exemplary practices in multimodal/intermodal transportation based on a 1998 report by the policy research project at the University of Texas on Multimodal/ Intermodal Transportation: Florida, Minnesota, Oregon, Pennsylvania, Virginia, Washington, and Wisconsin.
Author: Minnesota. Department of Transportation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 252
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Book Description
Author:
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 11
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Book Description
Author:
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 0
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Author: Washington (State). Department of Transportation
Publisher:
ISBN:
Category : Transportation
Languages : en
Pages : 31
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Book Description
Author: Michael D. Fontaine
Publisher:
ISBN:
Category : Choice of transportation
Languages : en
Pages : 37
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Book Description
Multimodal planning refers to planning for different modes of transportation (e.g., automobile, bus, bicycles, pedestrian, aviation, rail, waterways) and the connections among them. This study identified states thought to excel in multimodal planning, documented their best practices, and recommended areas for further exploration in Virginia. Two key reports published under the Transportation Research Board's National Cooperative Highway Research Program and telephone interviews of representatives from Florida, Maine, Maryland, Michigan, Minnesota, New Jersey, North Carolina, Oregon, and Wisconsin revealed a wide range of techniques to improve multimodal planning. The techniques can be grouped into three categories: (1) organization of the state departments of transportation (DOTs), (2) innovations in multimodal practices, and (3) public outreach efforts. In terms of state DOT organization, the states emphasize cooperation and the sharing of modal-specific information, even though some states concentrate planning in one office and other states give planning authority to each mode (and then ensure that the planners work together on key projects, such as corridor efforts). Innovations in multimodal practices include modally blind performance measures and partnerships among state DOTs and metropolitan planning organizations. In terms of public outreach, tactics to broaden the stakeholder base include the provision of 800 numbers for comments; freight advisory committees; community impact workshop assessments to train staff; and charettes, which are goal-oriented, facilitated workshops that help produce consensus-based direction or targets for studies. Although the survey results alone are not sufficiently detailed to provide a clear path to implementation, they do suggest several pilot initiatives that the Virginia DOT should consider exploring. These initiatives include changes to legislation, educational efforts in one suburban district, and application of a set of non-modal specific performance measures in one planning district where state and local interests are likely to be in conflict.
Author: John Sanders Miller
Publisher:
ISBN:
Category : Choice of transportation
Languages : en
Pages : 78
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Book Description
Within the structure of state government, some amount of transportation planning is usually performed within separate modal administrations, which may include aviation, bus, highway, ports, and rail, as well as separate toll agencies. Some states coordinate these planning efforts through a single office responsible for statewide multimodal planning; other states work to achieve such coordination without a centralized unit (described herein as the decentralized approach). To determine if there is value to centralizing statewide multimodal planning efforts within a single office, representatives from 50 states were surveyed regarding the utility of centralized versus decentralized multimodal statewide planning. Responses, in the form of written questionnaires and/or telephone interviews, were obtained from 41 states. Advantages of centralization included consistency of modal plans, better modal coordination (including detection of modal conflicts earlier in the process), an ability to examine the entire transportation system holistically, collective attention brought to smaller modes that otherwise might be overlooked, economies of scale for service delivery and employee development, and a greater likelihood that long-range planning will be performed instead of being eliminated by more immediate tasks (which might occur if such planning were located in an operational division). Advantages of decentralization included greater ease of obtaining modal support for the long-range plan since the planners and implementers are in the same functional unit, greater ease of tapping modal-specific expertise, an ability to focus on the most critical mode if one such mode is predominant, and organizational alignment with mode-specific state and federal funding requirements. Equally important were respondents' explanations of how the question of a centralized versus a decentralized approach may be overshadowed by external factors. These included constraints on how various transportation funds may be spent; the fact that having persons in the same office does not guarantee multimodal coordination; the recommendation that some efforts should be centralized and some should be decentralized; the increasing importance of MPOs, districts, and public involvement in planning efforts; and the suggestion that even after a solid analysis of alternatives, there may be cases where the recommendation is the same as what it would have been under traditional planning. In some instances, the use of performance measures may change the recommended approach. Finally, a subset of the free responses indicated that centralized multimodal planning can be beneficial but only if four constraints are met: modal staff work collaboratively, the centralized unit has funding or other authority, necessary modal-specific planning is not eliminated, and there is a clear linkage between the centralized unit and the agencies that perform modal-specific planning such that the latter can implement the recommendations of the former.
