Prioritization of Public Transportation Investments: A Guide for Decision-Makers (2021)

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70 Noteworthy Criteria Practices A P P E N D I X C

Table 15. Summary of practice for each agency. Criteria Category Agency Summary of Practice Accessibility MTC MTC employs an accessibility benefit measure in order to go beyond measuring travel time or trip costs to consider the utility of access to all potential destinations trips as predicted by the regional activity- based travel demand model. In this way, MTC considers how riders are or could use transit rather than simply whether potential users are proximate to transit. Congestion Virginia OIPI Virginia’s OIPI is interested in creating a comprehensive criterion that would measure the increase in throughput from enabling more buses to move along a corridor and other equivalent improvements. The greatest challenge preventing the adoption of this criterion is gathering complete data (load factors, number of buses, etc.) from across the state. Cost-Effectiveness CTA CTA generally makes the financial case for a project not based on its benefit-cost ratio but based on cost avoidance, such that they favor projects where investment now is more cost-effective than an investment further down the line. CTA finds that performance measures that emphasize maintaining assets can make transit more competitive. Environmental Justice JMPO The Janesville MPO considers the ratio of revenue miles traveled to population served in environmental justice census block groups (i.e., areas with concentrations of low-income or minority populations) in order to ensure service reaches the areas with greatest need. Environmental Quality BMPO The Broward MPO’s Project Prioritization Process includes “Sea Level Rise Mitigation/Extreme Weather Resiliency” as a category within the Environmental Stewardship scoring criteria. Projects receive additional points if they would physically elevate existing facilities (including transit) in areas that have been identified as potentially inundated in the Southeast Florida Regional Climate Change Compact. Environmental Quality CMAP Projects in CMAQ’s program are ranked by air quality cost-effectiveness (annual health benefits from emissions reductions divided by annualized project costs) within their project type category. In addition, CMAP evaluated projects for air quality benefits to sensitive populations. The sensitive population score shows diesel particulate concentrations in relation to persons who are over 65, under 5, minority, and low-income by census tract. To score a project, the sensitive population index is then multiplied by an estimate of the population benefiting from the project, the magnitude of the emissions reduction, and the time of exposure.

Integration of Transit Services ODOT ODOT’s Oregon Public Transportation Plan (OPTP) includes evaluation criteria that favor projects that improve coordination between transit agencies, reduce fragmentation of transit services, or provide integrated planning. ODOT also measures projects according to their ability to increase statewide transit network connectivity. Mobility/Land-Use Compatibility BMPO The Broward MPO considers peak hour travel time and transit frequency to evaluate projects’ impacts on accessibility and reliability to MPO-identified Mobility Hubs, Port Everglades, Fort Lauderdale International Airport, Community Redevelopment Areas, and Broward Next Activity Centers. The scoring of projects includes points on a scale if a project improves access and reliability to these areas and a point may be deducted if a project degrades peak hour travel time or transit frequency to these areas. Land-Use Compatibility (within forecasting) MetroPlan MetroPlan uses a regional transportation model that employs a “3D” process: density, diversity, and design. Density and diversity are land-use considerations derived from the City of Flagstaff’s regional plan. Design is the level of service defined by bus frequency, proximity of stops to residences and jobs, and the number of routes serving an area. Transit performance in the model is strongly influenced by pedestrian level of service. Multimodality Virginia OIPI Virginia’s multimodal System Management and Allocation of Resources for Transportation: Safety, Congestion, Accessibility, Land Use, Economic Development, and Environment (SMART SCALE) system includes a measure that increases a project’s score if it is multimodal. As a result, SMART SCALE implementations have seen localities add more multimodal elements to projects to receive this bonus. Multimodality DVRPC DVRPC scores transit projects from multiple modes according to a multimodal use criterion that considers how much use the facility or asset receives, in order to determine the scale of the project’s impact on the multimodal system. This score is based on the total number of person trips using a facility or asset and the overall benefit to multimodal trip making. Quality of Service/Reliability RTD RTD uses multiple reliability Key Performance Indicators (KPIs) to evaluate transit projects in its Mid Term Financial Plans (MTFP). These include reliability per period (i.e., service delivered/service promised), on-time performance equipment availability, and proportion of runs covered by mandated operators. Regional Integration and Coordination ATL The ATL is Atlanta’s regional entity responsible for coordinating with the MPO to create a regionally cohesive program of transit investments. As part of ATL's regional coordination mission, the agency evaluates whether proposed transit projects are consistent with the Atlanta Regional Commission’s plans, other major investment programs being implemented, and the existing transit system. Regional Integration and Coordination MTC MTC screens projects according to a guiding principles assessment that qualitatively determines whether a project is aligned with the Plan Bay Area 2050 Vision. Criteria Category Agency Summary of Practice

Criteria Category Agency Summary of Practice Social Equity ATL ATL uses a performance measure that considers the presence and concentration of communities of interest near proposed service expansions (relative to the region in general). This measure elevates projects located in areas with high concentrations of low-income, racial, and ethnic minorities, and/or zero-car households. Social Equity ODOT ODOT’s Oregon Public Transportation Plan (OPTP) includes criteria that score projects according to their ability to improve service levels for low-income households or expand service to transportation- disadvantaged populations including seniors and people with disabilities. Social Equity CMAP All CMAQ projects (transit and non-transit) are evaluated based on the percent of travelers using a facility that are people of color or below the poverty line, as modeled by the CMAP travel demand model. Social Equity DVRPC DVRPC noted that equity can be difficult to measure for large-scale projects (e.g., the purchase of revenue vehicles to be used across a transit network or light-rail extensions that pass through many neighborhoods). DVRPC intends to use its activity-based travel demand model, currently in development, to provide data on use of specific facilities in order to understand what projects are most critical for low-income and disadvantaged individuals. Viability/Feasibility GCMPC GCMPC plays a major role in setting regional CMAQ funding percentages. GCMPC makes these decisions based on how balanced each transportation mode is and whether the percentage amount allocated toward each transportation mode can fund a viable project or set of projects.