National Academies Press: OpenBook
« Previous: Section 2- MPO Planning and Programming
Page 67
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 67
Page 68
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 68
Page 69
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 69
Page 70
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 70
Page 71
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 71
Page 72
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 72
Page 73
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 73
Page 74
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 74
Page 75
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 75
Page 76
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 76
Page 77
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 77
Page 78
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 78
Page 79
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 79
Page 80
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 80
Page 81
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 81
Page 82
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 82
Page 83
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 83
Page 84
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 84
Page 85
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 85
Page 86
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 86
Page 87
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 87
Page 88
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 88
Page 89
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 89
Page 90
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 90
Page 91
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 91
Page 92
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 92
Page 93
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 93
Page 94
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 94
Page 95
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 95
Page 96
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 96
Page 97
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 97
Page 98
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 98
Page 99
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 99
Page 100
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 100
Page 101
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 101
Page 102
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 102
Page 103
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 103
Page 104
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 104
Page 105
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 105
Page 106
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 106
Page 107
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 107
Page 108
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 108
Page 109
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 109
Page 110
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 110
Page 111
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 111
Page 112
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 112
Page 113
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 113
Page 114
Suggested Citation:"Section 3- Management Systems." Transportation Research Board. 1995. Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography. Washington, DC: The National Academies Press. doi: 10.17226/6345.
×
Page 114

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Section 3 - Mananement Systems _ BIBLIOGRAPHIC REFERENCES FROM THE NCHRP 8-32 INTERACTIVE DATABASE CONCERNING MANAGEMENT SYSTEMS, STRATEGIES AND MEASUREMENT 3-1. The 1994 Eastern Massachusetts Conformity Determination Experience. Leiner, Craig and Anne McGahan. (Central Transportation Planning Staff, Boston, MA). Submitted to Transportation Planning Methods Applications Conference, Apr 17 199S, Seattle, Washington. Massachusetts. 3-2. Adopting Corridor-Specific Performance Measures for Bicycle and Pedestrian Level of Service. Dixon, Linda. Transportation Planning. Summer 1995, Vol.XXII, No.2, Pp5-7. Florida. 3-3. Air Quality Confirmrty Case Studies. Brodesky, Robert P. (EG&G Dynatrend). Cambridge, MA. Volpe National Transportation Systems Center. This paper presents the findings of case studies that were conducted of the air quality conformity processes in the Denver, Raleigh-Durham, Philadelphia, and Washington, D.C. non-attainment areas. This work was conducted on behalf of the Federal Highway Administration (FHWA), by the U.S. Department of Transportation's Volpe National Transportation Systems Center. The case studies focused on travel demand and air quality modeling, and included information on regional demographic and economic forecasting, jurisdictional and institutional issues, and technical issues and concerns. This information was intended to help the FHWA carry out its responsibilities under the 1990 Clean Air Act Amendments, and set priorities for federal activities in such areas as research and development, development of technical gut 'dance. and information dissemination. Another objective of the case studies was to provide information that could be used by other urbanized areas to improve their conformity procedures and to establish benchmarks for them to assess their results. 3-4. Air Quality Conformity Case Studies. Brodesky, Robert P. (EG&G Dynatrend). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-5. Air Quality Planning: How are the MPOs Responding? Results of a National Survey. Hartgen, D. T.; W. E. Manin, and A. Reser. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Paris, Jerry M., Editor; May 3 1993, 67 Daytona Beach, Florida. The Clean Air Act Amendments of 1990 radically changed the requirements for transportation planning on those Cities that are designated non- attainment for ozone or carbon monoxide. Depending on severity of non-attainment, cities must develop plans, implement pollution-reducing strategies, or otherwise respond, so that the future air pollution situation is better than at present. In some cities legal action has been initiated (or suggested) to ensure compliance with these and earlier requirements for conformity and for firm results. This paper reports on a national survey of all non-attainment areas, to determine what actions have been taken or are contemplated, their impacts or results, costs, and further anticipated efforts. The survey covers cities in venous ranges of non conformity, and assesses the best ways to ensure lawsuit-free transportation planning in the "air quality" era. Of 98 areas, 62 responded. Endings include: (1) About 17% of MPO resources (50% in severe non-attainment areas) are being targeted at air quality issues; (2) About 89% of MPOs have lead or support roles in air quality inputs to the SIP for their region; (3) About 35% are revising TlPs to account for air quality; (4) Projected reductions from TCMs will be small, generally less than 0.5°/0; (5) Ridesharing, transit, and pedestrian actions are the most popular TCMs; (6) New partnerships are forming between air quality and transportation agencies; and (7) For many reasons, delays in achieving the 1996 targets are likely. North Carolina. 3-6. Air Quality Planning in Juarez, Mexico. Wlliams, Tom A. (Texas A&M University System, College Station, TX). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Juarez, Mexico, with a population of greater than 1.2 million, lies across the Rio Grande river from El Paso, Texas, which is classified as a severe non-attainment area for both CO and ozone. While El Paso must comply with federal regulations based on exceedances which occur in the United States, officials are aware of the emissions which occur in Mexico. An emissions estimation procedure is currently undenuay for Juarez, Mexico. In 1993, ~ study was performed to collect travel data in support of a mobile source emissions estimate for Juarez. The study was divided into six tasks: travel time and facility speed estimation, vehicle miles of travel and vehicle mix estimation, operating mode estimation, calculation of vehicle fleet characteristics, international bridge delay study, and

Project Bibliography - NCHRP 8-32 (1 ) summary emission rate calculation. An abbreviated travel survey was also performed. Many interesting -functional and cultural influences were examined during the study in relation to traffic control, travel behavior, and international bridge operations. This study outlines procedures used for travel data collection in the context of working in a foreign city. A discussion of international protocol, procedures and methods is included. This study points out that cooperative research efforts between scientists in Mexico and the United States can be performed and lead to useful results, even with the abbreviated methodology used in the Ciudad Juarez effort. This study should provide evidence to compel international cooperation between the U.S. and Mexico, at the research level and at the policy-making level. The realization that El Paso/Ciudad Juarez and other similar border cities constitute one urban area should lead to the realization that air quality is a unified concern. The methodology and results of this study indicate that cooperation between university, government, and citizen entities on the international level can provide for research to the benefit of regional international air quality planning for border urban areas Texas. 3-7. Air Quality Programs and Provisions of the Intermodal Surface Transportation Efficiency Act of 1991. A Summary. Federal Highway Administration. (Washington, DC). 1 992. This brochure summarizes the provisions of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) that can best help State and local officials as they work toward the air quality goals of the Clean Air Act Amendments of 1990 (CAAA). This summary is divided into six categories: (1) Funding Flexibility; (2) Increased Funding Levels; (3) Strengthened Planning Process; (4) Strengthened Role of Metropolitan Planning Organizations; (5) New Congestion Mitigation and Air Quality Improvement Program; and (6) Miscellaneous Provisions. 3-8. Analytical Procedures to Support a Congestion Management System. Cambridge Systematics; Inc. Barton-Aschman Associates; K.T. Analytics, and Michael D. Meyer.Preparedforthe Federal Highway Administration. Mar 14 1994. 3-9. Application of an Intervening Opportunity Trip Distribution Model in Air Quality Conformity Evaluation. Eash, Ronald. (Chicago Area Transportation Study, Chicago, IL). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Illinois. 3-10. The Application of Procedures/Techniques Developed for the FTA Rail Modernization Study to Guidelines for the Development of Public Transportation Facilities and Egulpment Management Systems. Hargrove, John Q. (Gannett Flemming, Inc.~. 3-11. An Appraisal of Institutional and Technical issues Related to Congestion Management Agencies in Callfornla. Colman, Steven B. and Donald N. Rothblatt. (San Jose State University, San Jose, CA). Transportation Research Board 74th Annual Meeting, Jan 22 1995, Washington, DC. One result of voter passage of Proposition 11 1 in 1990 was the creation of congestion management agencies (CMAS) in each of California's 31 urban counties. These new agenaes were charged with developing and administering a comprehensive congestion management program (CMP). Although the CMP requirements have been studied elsewhere in the literature, relatively lisle attention has been paid to CMA organizational issues and effectiveness. The purpose of this paper is to fill some of the gaps in knowledge, after four years of experience with the CMP. The approach taken was a review of all of the published CMP documents (plans), and then development of a telephone interview survey. Survey respondents were generally the CMA executive director, or his/her deputy. The questionnaire covered prior and existing CMA functions and structure, self-rating of CMA performance (on a semantic differential scale, from one to ten), a series of statements on CMA effectiveness in various program areas, also a semantic differential scale, with 'one' indicating strong disagreement, and 'ten' strong agreement, information on staffing and budget, cooperation with other agencies, and an appraisal of what the CMA does best and worst. This study reports on the results of these interviews, and of a comparison of the key technical features of the CMP documents. The results should be of interest to those contemplating or developing congestion management systems in other states, and those responding to the mandates in the ISTEA management systems. Cal~fomia. 3-12. Automatic Vehicle Location for Measurement of Corridor Level-of-Service: The Miami Method. Center for Urban Transportation Research, University of South Florida. (Tampa, FL). Sep 1994. Florida. 3-13. Automatic Vehicle Location for Measurement of Corridor Level-of-ServTce: 68

Section 3- Management Systems Statewide Feasibility Analysis. Center for Urban Transportation Research, University of South Florida. (Tampa, FL). Dec 1994. Florida. 3-14. California Intermodal Transportation Management System (ITMS): Background Information. Boyle, Ed. (California Department of Transportation, Sacramento, CA). National Conference on Intermodalism: Making the Case, Making it Happen, Dec 7 1994, New Orleans, Louisiana. This project will present the shape and purpose of the California Intermodal Transportation Management System (ITMS) including its development process, program and system components, performance measures, and application. California. 3-15. California Market-Based TOM Study: Purpose, Structure, and Overview. Deakin, Elizabeth. (Deakin, Harvey, Skabardonis, Inch. Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Califomia. 3-16. CaltransintermodalTransportation Management System. Carter, Douglas W. (Booz, Allen & Hamilton, Inc., Los Angeles, CA). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedi ngs, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. The California Department of Transportation, with funding assistance from the United States Department of Transportation, is in the process of developing and implementing a statewide Intermodal Transportation Management System (ITMS). The decision support system is intended to help assess the effectiveness and efficiency of the overall multi-modal transportation system in the State of California, and to evaluate alternative investments in Intermodal facilities, access to these facilities and corridors of statewide significance. Caltrans assembled a study advisory committee of more than 70 representatives of California transportation interests, including public sector representatives from the federal government, Caltrans, metropolitan planning organizations, regional transportation planning agencies, transit operators, airports and deep water ports and military transportation. Private sector representatives include shippers, rail service providers, truckers, marine transport, air transport, telecommunications and package delivery services. The committee has proven extremely valuable in understanding the objectives and choices made by the private sector and government, identifying viable data sources, determining performance measures, and designing the functionality of the ITMS. The decision support system is being developed by a team led by Booz, Allen & Hamilton Inc.; design is nearly complete and development underway. The model includes a series of modules: a data import tool to access other electronic databases; a relational database management system; a forecast module for goods and people movements; a geographical information system; a performance measurement module; a reporting and data export module; and a graphical user interface system. The decision support system is being designed to allow maximum portability to different systems environments and can be used in part or whole by other agencies. The California ITMS will allow the user to identify deficiencies on major corridors, on access roads to ntermodal transfer facilities and restrictions at major Intermodal facilities. Alternative improvement projects vail be evaluated in terms of impact on mobility, financial efficiency, economic impact on the region, environmental impact and quality of life measures. Proposed improvements may span capital or operating investments in any mode of transport, changes in pricing for services, changes in geometric or weight restrictions, or changes attributable to demand. The project is scheduled for completion in summer of 1994. Califomia. 3-17. Cashing Out Employer-Paid Parking. Shoup, Donald C. Access. Spring 1993, No. 2, Pp 3. 3-18. Challenges and Opportunities for Transportation: Implementation of the Clean AIr Act Amendments of 1990 and the Intermodal Surface Transportation Efficiency Act of 1991. Shrouds, J. M. Issue Papers for the Institute of Transportation Engineers 1993 International Conference, Transportation in the ISTEA Era, Mar 14 1993, Orlando, Florida. The purpose of this paper is to provide an overview of: (1 ) the key transportation planning requirements in the Clean Air Act Amendments of 1990 (COCA) and Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) that vail confront transportation planners; and, (2) the relationship of the new ISTEA provisions to the CAAA. 3-19. The Challenges of Transportation and Clean Air Goals. Howitt, Arnold and Alan Altshuler. (Harvard University, Cambridge, MA). Oct 1992. 3-20. The Changing Context of Transportation Planning: The Intermodal Surface Transportation Efficiency Act of 1991, the Clean Air Act Amendments of 1990, and their Implications for Transportation Planning and Programming. 69

Proiect Bibliography - NCHRP 8-32 Deakin, Elizabeth. (University of California, Berkeley, CA). 1993. 3-21. Clean Air Through Transportation: Challenges in Meeting National Air Quality Standards. Department of Transportation and Environmental Protection Agency. (Washington, DC). Aug 1993. This report, required by Section 108~3) of the Clean Air Act, as amended in 1990, addresses the issues of motor vehicles and air quality. The report discusses the challenges faced in attempting to improve air quality through transportation programs. It also provides a status report on meeting the transportation provisions of the Clean Air Act Amendments of 1990 and the air quality provisions of the Intermodal Surface Transportation Efficiency Act of 1991. The contents are organized as follows: (1) Introduction: A) Purpose and Scope of Report - The Provisions of S - ion 108(f)~3), B) Summary, and C) Background - CM and ISTEA; (11) Challenges in Transportation and Air Quality Programs: A) MPOs Face Significant Challenges in Meeting New CM Requirements, B) Reducing Vehicle Emissions Through TCMs is Difficult, C) By Themselves, Ca~pital-lntensive Investments May Not Be the Best Way to Address Air Quality Concerns, D) Technological Improvements Have Reduced Vehicle Emissions Despite Increasing VMT, E) Better Data and Models Are Needed, and F) Beyond Transportation - Land Use, Public Acceptance, and Fiscal Constraints Figure Prominently; (111) Status of Programs: A) Full Funding of ISTEA Would Help Meet Mobility and Air Quality Goals, B) Limited CM Funds Exist for Air Quality Operations and Management, C) Regulations and Guidance Implementing CM and ISTEA Have Been Issued, C) SIP Development, Revisions, and EPA Approvals Are Proceedig, and E) Transportation Plans, TlPs, and Conformity Determinations Are Also Proceeding; and (IV) Conclusions. There are six appendices: (A) Clean Air Act Section 108(f)~3~; (B) Specific Transportation-Related Provisions of the Clean Air Act as Amended in t 990 for Ozone Nonattainment Area Classifications; (C) Transportation-Rslated Provisions of the Clean Air Act as Amended in 1990 for Carbon Monoxide (CO) Nonattainment Area Classifications; (D) Transportation-Related Provisions of the Clean Air Act as Amended in 1990 for PM-10 Nonattainmcnt Area Classification; (E) Transportaion Control Measures from Section 1 08(f)~1 ) of CM; and (F) Transportation and Emissions Modeling. 3-22. CMAQ Emission Reduction Methodologies Handbook for PennDOT. Winick, Robert M. (COMSIS Corporation). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Pennsylvania. 3-23. C02 Emissions from Passenger Transport: Comparison of International Trends from 1g73 to 1990. Scholl, Lynn and Lee Schipper. (Lawrence Berkeley Laboratory). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-24. A Comparative Analysis of Regulatory and Market-Based Transportation Demand Management Strategies. Giuliano, Genevieve and Martin Wachs. Submitted to the Congestion Pricing Symposium, Jun 10 1992, Washington, DC. 3-25. Comparative Evaluation of Performance of International Light Rail Systems. Lyons, W. M.; E. Weiner, and P. Shadle. Transportation Research Record 1433. 1994, Pp 1 15-122. Endings are presented from an analysis of the performance of international light rail transit (LRT) systems, conducted by the Urban Transport Group of the European Conference of Ministers of Transport (ECMT). The analysis is based on case studies and national overviews provided by the six participating countries (France, (Germany, the Netherlands, Switzerland, the United Kingdom, and the United States), which are included in the detailed EC MT report. The project traced LRT development; reviewed policy, managerial, and technological trends; and analyzed comparative cost-effectiveness. Policy conclusions reflect the consensus of the six national delegations. Standardizedfinancialand operational data, as developed for the study and applied in a balanced set of performance measures, are difficult to define for international systems. Nevertheless, efforts such as this encourage an objective exchange on international experiences with different public policies and operational approaches. The standardized framework developed for the project allowed consistent comparisons of the international systems. The seven systems evaluated were publicly operated but several included private involvement, ranging from private equity shares in Nantes and Grenoble, France, to the turnkey approach in Manchester, England. The governments sponsoring LRT in the case study cities set broad goals, ranging from attracting automobile drivers and improving air quality to reducing congestion while recovering costs. Even though success was often not quantified, the governments were generally satisfied with results. All countries conducted some analysis of alternatives before selecting LRT, but analysis was less comprehensive and rigorous than might, for example, be expected of major investments under the requirements of the Intermodal Surface Transportation Efficiency Act. 70

Section 3 - Management Systems 3-26. Comparing Cost-Effectiveness Across Modes. DeCorla-Souza, P. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Paris, Jerry M., Editor; May 3 1993, Daytona Beach, Florida. The flexibility provisions of the Intermodal Surface Transportation Efficiency Act (ISTEA) require Metropolitan Planning Organizations (MPOs) in cooperation with States and transit operators to make funding decisions among alternative transportation solutions invoking more than a single mode. With little past experience in cross-modal evaluation, MPOs will need to develop the ability to make cost-efficiency and cost- effectiveness comparisons across modes at the project and system level. New ISTEA requirements for Congestion Management Systems and for considering multiple factors in metropolitan planning and . . _ programming will further increase the importance of multi-modal evaluation capabilities. Cost-effectiveness is listed as an objective for use of Federal funds in several places in ISTEA. In the past, MPOs have seldom used cost-efficiency measures to compare projects or alternative systems. Also, they have usually compared solutions using measures of effectiveness which are uniquely applicable to a specific mode. For example, a measure of highway project effectiveness used often is improvement in highway level of service or highway speed. Transit project effectiveness, on the other hand, is often measured by increase in transit ridership. If highway and transit solutions are to be compared, common measures of effectiveness applicable across modes will have to be used. Also, if cost-efficiency measures are to be emphasized, costs and benefits (including social and environmental costs and benefits) will need to be converted to dollar terms to the extent feasible. These cross-modal comparisons require development of a new evaluation framework which allows full accounting of all costs (i.e., public, private and social) and which includes measures of effectiveness that can be applied across modes. MPOs will have to attempt quantification of the impacts and true costs of transportation alternatives to assist decision-makers in making the tradeoffs between alternatives. This paper provides a case stuy demonstrating how comparisons can be made among investments for three alternative modes -- single~ccupant vehicle (SOV), high- occupancy vehicle (HOV) and transit, based on cost-effectiveness measures such as (1) public costs per commute trip and (2) total costs (i.e., public, private and social costs) per commute tnp. Compansons are made for commute trips between nine pairs of work and home locations involving three urban location/design categories: Central Business District (CBD), urban core and fringe in a typical large urban area (population more than 1 million). The results of the analysis suggest that disparities in cost-effectiveness among modes vary significantly by empbymentiresidence location combination. The paper discusses the policy implications of the disparities among modes. 3-27. Comparing Performance and Benefits of Public TransIt In Comparison to HIghways in ISTEA Environment. Stauder, Susan. (Bi-State Development Agency). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-28. Compliance with ISTEA, NEPA, and Clean Air Requirements for Projects not Receiving Federal Funds, A Panel Discussion, Edward V. Kussy, U.S. Department of Transportation, Presiding. Bosley, John (Metropolitan Washington Council of Governments); Howard Kennison (Kutack Rock), and Robert E. Thornton (Nossaman, Gunther, Knox & Elliott). Annual Meeting of the Transportation Research Board, Jan 1995. 3-29. Conference Summary: Best Practices for Transportation Modeling for Air Quality Planning (Draft). Hawthorn, G. and E. Deakin. (National Association of Regional Councils, Washington, DC). Nov 21 1991, Arlington, Virginia. The conference "Best Practices for Transportation Modeling for Air Quality Planning" was held November 21-22, 1991, in Arlington, Virginia. The conference considered issues raised by the analysis requirements of the Clean Air Act Amendments of 1990 (CAAA), as well as more general problems and opportunities in transportation modeling, and future research needs. The conference was organized as part of the technical support program of the National Association of Regional Councils' Clean Air Project. This draft Conference Summary summarizes the presentations and discussions of the conference. It is organized in three sections. The first section provides an introduction, describes the context in which the conference washeld, and provides an overview of the conference. Section B then offers some general observations emerging from the conference. Section C summarizes key points made and issues raised for each of five major topics identified by the conference organizers and participants: Assessment of current practices; CAM analysis requirements; EPA policy on analyses in response to CMA requirements; The Manual of Best Practices; and Research recommendations. A series of attachments provide additional detail. 3-30. Conformity and the New Transportation Covenant. 71

Project Bibliography- NCHRP 8-32 (1) "Shrouds, James M. (Federal Highway Administration, Washington, DC). Danvers, MA. American Society of Chemical Engineers, May 1993. The Clean Air Act Amendments of 1990 established a requirement that transportation plans, programs, and projects conform to the purpose of State Implementation Plans for the attainment of National Ambient AJr Quality Standards. This expanded requirement will result in substantial changes to the transportation planning and programming processes, including greater involvement by air quality officials. Similarly, transportation officials will need to play greater roles in the development of air quality plans. The result of these changes is a new covenant between the various members of the transportation and environmental communities, one which realigns traditional relationships and responsibilities. 3-31. Congestion Management Program for Los Angeles County, 1993. Los Angeles County Transportation Commission. (Los Angeles, CA). 1993. The Congestion Management Program (CMO) for Los Angeles County is intended to address regional congestion by linking transportation, land use, and air quality decisions. It includes monitoring results on the Levels of Service (LOS) of the regional highway/road system and the performance of the transit system. The Countywide Deficiency Plan component includes information on the congestion impacts of projected growth over 20 years by various land use types as well as the capacity-enhancing or demand-reducing benefits of numerous land use, capital, systems management, demand management, and transit mitigation strategies. It requires the Sties and County of Los Angeles to implement mitigation strategies commensurate with their annual level of new development. Cities and the County are also required to adopt and implement a transportation demand management ordinance and a program to analyze the impacts of land use decisions on the regional transportation system. California. 3-32. Congestion Management Program: It Actually Works - The Ventura County, California, Experience. Stephens, Christopher and Ginger Gherardi. (Ventura County Transportation Commission). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. California. 3-33. Congestion Management: Requirements and Comparisons. Mulhall, Shawna. (Berryman & Henigar, Seattle, WA). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Congestion management is a requirement in both the 1990 Clean Air Act Amendment (CAM) and the 1990 Intermodal Surface Transportation Efficiency Act (ISTEA). Both of pieces of this legislation require reducing congestion to improve air quality, using existing transportation facilities more efficiently, and increasing mobility of people and goods. To meet the requirements of ISTEA, a congestion management system must be developed which monitors congestion over time and measures the effectiveness of strategies implemented to manage the congestion. After review and discussion of possible data types, travel time was identified as the most appropriate measure of congestion. Clearly, travel time can be measured for all modes, that is, travel time is multimodal. But in addition, changes in travel time between modes can indicated the effectiveness of implemented congestion management strategies. This analysis reviewed four monitoring programs to assess the use of travel time as a congestion management tool. The data used for each program varied, and the research indicated that travel time was not a widely used tool. This presentation discusses the four programs and the applications and advantages of travel time as a congestion management tool. 3-34. Congestion Management System: An Approach to Determine Congestion and Prioritize Congested Areas. Putta, Viplava K. (Indian Nations Council of Govemments, Tulsa, OK). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Congestion in urban areas is a result of excessive traffic or due to an incident interrupting traffic flow. Both the factors contribute to excess delay, and frustration to drivers. The Intermodal Surface Transportation Efficiency Act, 1991 addresses congestion in the form of a congestion management system (CMS). Identification of performance measures for congestion is an important step in the development of the CMS. Performance Measures- Performance measures should enable a Metropolitan Planning Organization to define and measure congestion both spatially and temporally. A variety of performance measures are suggested in the literature. In practice, many of the measures are link or site specific. The measures such as volume to capacity ratio (\I/C), level-of-service and intersection delay belong to such a class of measures. They offer little to compare among facilities and no clue on area wide congestion. Other problems do exist in the form of forecasting congestion using the above noted measures. The Congestion Management Program for the Tulsa, Oklahoma Transportation Management Area proposes a multi~riteria decision 72

Section 3 - Management Systems making approach to areawide congestion measurement. The Method - This paper outlines a methodology to address the problems identified untie site oriented measures and suggests a methodology to address congestion. The method involves identification of five locally accepted measures of areawide congestion. The measures are then transformed into a composite measure of congestion for a given area/corridor. The method also is useful in prioritizing congested corridors or sub-areas of a corridor. The following section describes the method briefly. Multiple Criteria Decision-Making - A paired comparison technique is suggested to involve decision makers to rank the identified congested measures in their order of importance. Various corridors or sub areas of a corridor are identified and the measures are computed. The corridors (or sub-areas) are compared for each Of the measures to obtain orridor performance matrices. As a separate step, the five measures are ranked by decision makers and technical experts taking two at a time to obtain importance coefficients for those measures. A dummy measure is included such that no other important measure is omitted out of the ranking. A final decision matrix combines the importance coefficients and corridor performance matnces. Oklahoma. 3-35. Congestion Management Systems. Solury, Tony. (Federal Highway Administration, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. 3-36. Congestion Management Systems- California's Local, Regional and State Initiatives. Smith, Brian J. (California Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. California legislation predating ISTEA required counties with urbanized areas to establish congestion management programs. These programs strengthen the connection between land use dec signs, air quality and maintaining roadway and transit service levels. As a result local Congestion Management Agencies are already in the business of monitoring roadway and transit system performance and the effectiveness of measures such as TDMS. Now, MPOs responsible for developing regional transportation plan and programs, are initiating Congestion Management Systems in response to ISTEA. The State is developing management systems including an Intermodal Transportation Management System. State law also requires that the State Plan prepared pursuant to ISTEA contain system performance measures. The challenge confronting California is complying with federal management system requirements in a manner that satisfies state statutes; minimizes data requirements; reflects the perspectives, needs and responsibilities of local, regional and state agencies and system users; provides horizontally and vertically integrated decision support tools; and adds value to transportation service planning, programming and delivery at a time when all levels of government are experiencing an increasing gap between needs and revenues. Califomia. 3-37. Congestion Mitigation and Air Quality Improvement Program Review. Morris, Linda. (Federal Highway Administration, Washington, DC). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-38. The Congestion Mitigation and Air Quality Improvement Program: A Summary of First Year Activities (FY 1992: December 1991-September 1992~. Federal Highway Administration and Federal Transit Administration. This report provides a national review of activities under the Congestion Mitigation and Air Quality Improvement (CMAQ) Program. The CMAQ program was created by the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) to assist States in attaining the National Ambient Air Quality Standards (NAAQS). Congress authorized six billion dollars in CMAQ funding for fiscal years 1992-97. In accordance with the FHWA-FfA October 16, 1992 program guidance, States obligating CMAQ funds must prepare and submit annual reports detailing their use of CMAQ funds and documenting the air quality benefits. This national summary focuses on the first annual compilation and analysis of these state reports, and provides recommendations to facilitate and streamline report submission in subsequent years. Also included in this summary is a review of a roundtable discussion held on the CMAQ program on June 14, 1993. Although the discussion occurred in FY 1993, the timeliness of the discussion warrants inclusion. Participants of the discussion included EPA, DOT, State and Territorial Air Pollution Program Administrators and Association of Local Air Pollution Control Officials (STAPPAJALAPCO), state DOTs and metropolitan planning organizations from across the country. The information from this and next years national summaries will be a useful starting point for an evaluation of the CMAQ program that FHWA and FfA will undertake in 1994. Its purpose ~11 be to determine whether the program is meeting its mandated goals and to identify ways in which it can be improved. The review is tentatively scheduled for early 73

Project Bibliography- NCHRP 8-32 (1) 1994 and will be done by the Federal Transit and Federal Highway Administrations with input from EPA, STAPPA/ALAPCO, the American Public Transit Association, the American Association of State Highway and Transportation Officials, and the National Association of Regional Coundis. In 1992, about $340 million was obligated under the CMAQ program out of $809 million that was apportioned to the States. The obligation rateof 42% was low by FHWA standards but understandable for a new program. If the low obligation rate persists, however, Congress may reconsider the meets of funding the CMAQ program. Also, a consistently low obligation rate of under 50 percent of available funds will make it increasingly likely that CMAQ funds will lapse at some point in the future in some States and be lost to their use. 3-39. The Congestion Mitigation and AIr QualIty Improvement Program: A Summary of Second Year Activities (FY 1993: October 1992-September 1 993). Federal Highway Administration. "This report provides the second national review of activities funded under the Congestion Mitigation and Air Quality Improvement (CMAQ) Program covering the 1993 Fiscal year.... In the 1991 Intemodal Surface Transportation Efficiency Act (ISTEA), Congress created the CMAQ Program and authorized six billion dollars in funding for Federal fiscal years (FY) 1992-97. The FHWA-FTA guidance issued on October 16, 1992 instructed the 50 States, the District of Columbia, and Puerto Rico to submit annual reports detailing their use of CMAQ funds and documenting the anticipated air quality benefits. For activities funded in FY 1993, States were to submit these reports to the FHWA Division Offices by February 1, 1994. In general, States submitted these reports to the FHWA in a timely manner. In FY 1993, approximately $600 million was obligated under the CMAQ Program out of $967 million that was apportioned to the States. The obligation rate was 62 percent which constituted a 20 percentage point increase over the FY 1992 obligation rate of 42 percent. The FY 1994 obligation rate continued this upward trend, soaring to 85 percent. The FHWA-FTA report on the first year activities of CI~AQ funds showed four notable findings: (1) Approximately $340 million of the $809 million in CMAQ funds available to the States during FY 1992 was obligated. This resulted in a relatively low obligation rate of 42 percent. (2) The majority of projects funded with CMAQ monies in FY 1992 were either relatively large and expensive transit projects or smaller and lower cost highway projects. In fact, over 50 percent of program funds were expended on transit projects and another 36 percent were used for traffic flow improvements. (3) The FY 1992 CMAQ State reports lacked air quality analyses for a majority of the projects. States provided air quality analyses for only 45 of the 1 59 projects (28 percent) (4) The State reports lacked specific description of the projects funded by the CMAQ Program in FY 1992. The lack of detail on project decriptions makes it difficult for FHWA/FTA and State and local governments to understand and report how funds are being used. By contrast, the FY 1993 State reports showed significant improvements: (1) The obligation rate of CMAQ funds significantly increased in FY 1993 over FY 1992 levels. Approximately $600 million of the $967 million in CMAQ funds was obligated during FY 1993 which equals an obligation rate of 62 percent. (2) The States continued to make use of the program's flexibility in the programming of CMAQ funds. The States' obligation of transit funds amounted to 47 percent of the total obligated in 1993, and the total dollar amount of transit funds obligated in FY 1993 increased by over 68 percent ($ 120 million). (3) The States have made substantial progress in reporting projected air quality benefits and provided air quality analysis for 69 percent of the projects funded with CMAQ obligations in FY 1993. This number was up from the 28 percent of projects that States reported air quality analysis in FY 1992. (4) The States, however, did not make sufficient progress in providing adequate project descriptions in FY 1993. The MPOs and states need to provide more complete project descriptions so their citizens, public interest groups, Congress, and officials at the Federal, State, and local levels have a better understanding of what projects are being funded under the CMAQ Program." Quoted from thelntroduction. 3-40. Congestion Pricing: Issues and Opportunities. DeCorla-Souza, P. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Paris, Jerry M., Editor; May 3 1993, Daytona Beach, Florida. Metropolitan Planning Organizations (MPOs) considering the adoption of a congestion pricing policy need to clearly understand several aspects of congestion pricing: (1) What is the rationale for congestion pricing? How does it differ from the traditional fuel tax? (2) How effective is congestion pricing with respect to the MPOs' objectives? (3) What are the critical ISSUQS and concerns which must be addressed before implementation can proceed? (4) What types of congestion pricing applications re reasonable in the short term and in the long term? This paper addresses these questions and offers some thoughts on how MPOs can proceed towards implementing this strategy An MPO may seek to use congestion pricing as a means to achieve any or all of the following objectives: (1) manage congestion; (2) improve air quality; (3) secure adequate funding for transportation investments and services. The paper demonstrates a sketch planning procedure to analyze a 74

Section 3 - Management Systems congested urban area of about 1.5 million population in order to estimate effectiveness of congestion pricing with respect to the above objectives. The major ISSUQS with respect to implementation may be categonzed as either technical or political. The paper discusses the major technicalissues~technological compatibility among geographic areas and modes, enforcement, privacy, price determination, and estimation of the impacts of alternatives. Use of the conventional four-step travel demand forecasting models to estimate impacts is demonstrated with a dataset for a small hypothetical urban area. The paper also discusses the political issues, i.e., public acceptance and interjurisdictional cooperation, and a three pronged strategy to help develop public support based on use of revenues from tolls. Congestion pricing can be applied at three successively larger scales: on a faality, within an area or sub-area of the region, and regionwide. The paper discusses how urban areas could begin to test the impacts of differential pricing on existing and new faciities. Also discussed is area pricing, involving pricing within a small geographic area such as a Central Business Distnct or a major suburban activity center, which may be introduced through licensing schemes, cordon tolls or parking pncing. The prospects for regional scale application are projected. 3-41. Congestion Pricing: Policy Design and Land Use and Transportation Impacts. Prick, Karen. Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-42. Coordination of ISTEA- 1991 Management Systems. Smith, H. A. Pacific Rim Transtech Conference Proceedings. Volume 11. American Society of Civil Engineers Third International Conference on Applications of Advanced Technologies in Transportation Engineering, Jul 25 1993, Seattle, Washington. Pp 209-215. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) contains the provision that States must develop, establish, and implement the following management systems: highway pavement; bridge; highway safety; traffic congestion; public transportation facilities and equipment; and intermodal transportation facilities. This paper describes pavement management and ISTEA coordination, and reports on the status of current management system activates in New Mexico State Highway and Transportation Department. Anions required to comply with ISTEA provisions are noted. Delaware ISTEA coordination is also discussed. ISTEA management and monitoring systems rulemal<ing is reviewed. New Mexico. 3-43. Costs and Effectiveness of Transportation Control Measures (TCMs): A Review and Analysis of the Literature. Apogee Research, Inc. Jan 1994. "Taken together, the Clean Air Act Amendments of 1990 (CAAA) and the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) require the use of Transportation Control Measures (TCMS) in some cases, and in most cases place strong pressure on local and state officials to explicitly consider the potential contributions of TCMs to local air quality. This report reviews and synthesizes the information now available on TCMs from actual experience and from analytical projections. This report reflects actual experience with TCMs where available. These data are valuable to policy makers because they capture real rather than hypothesized reactions to TCMS. At the same time, these data have limited value because they reflect a specific local experience. Response to TCMs will vary from community to community. Emissions vary with TOM attributes which policy makers directly control (e.g. the size of emissions fees in pricing programs, the targeted vehicle occupancy in employer-based programs, whether TCMs are combined in ways which maximize their effectiveness), and with local conditions which they do not directly control (e.g. economic conditions, existing land USES, the availability of transportation alternatives). In addition, existing analyses tend to examine short-term effects. TOM effectiveness changes over time. Some TCMs have inherently limited effectiveness over time; the impacts of others may persist or strengthen. Some may have long-run land-use effects with uncertain emissions impacts. This report is intended to provide valuable information on clean-air effects of a variety of transportation measures. Some of these measures have significant benefits, and other effects, quite apart from their impacts on emissions. For example, transit improvements or HOV lanes generate travel benefits for users and may have a number of other desirable effects. Decisions on actual project selection can only be made in light of the full range of benefits, costs, and other impacts of a given measure and in the cotext of a specific region and the economic and social goals and pnonties of its people." Quoted from the Executive Summary. 3-44. Criteria and Methods for Evaluating IVHS Plans and Operational Tests. Brand, Daniel. (Charles River Associates, Boston, MA). Transportation Research Board 73rd Annual Meeting, Jan 9 1994, Washington, DC. This paper describes an evaluation process for the preparation of IVHS system plans that is sensitive to the differences between IVHS and conventional transportation improvements. A relatively complete set of evaluation criteria for IVHS improvements is presented that is structured to clarify the confusion 75

Pro ject Bibliography- NCHRP 8-32 (1) between the supply and demand impacts of IVHS. This separation between "efficiency and "output" measures means that we can distinguish between IVHS technology "efficiency" benefits and the individual and corporate demand responses to IVHS that actually increase output (benefits) over those produced bv the technology alone. The proposed criteria structure also incorporates the time scale of the impacts. This highlights certain fundamental correlations between the criteria that can lead to double counting of benefits and to highly correlated outcomes which are not helpful in choosing between alternatives. The criteria structure facilitates selection by decisionmakers of cyreatly reduced criteria sets to simplify IVHS evaluations. By recogniziniz the separate supply (efficiency) and demand (increased output) impacts of IVHS, we can also avoid dramatically underestimating the benefits of the new technology and avoid serious mistakes in assessing the safety, environmental and energy impacts of IVHS alternatives. The paper provides default values to evaluate IVHS improvements for inclusion in transportation system plans. The criteria and default values highlight where research and operational tests can provide improved values and information which will most quickly advance the state of the art of IVHS evaluation. 3-45. Data Collection and Analysis Methods to Support Congestion Management Systems. Schwartz, William L. (Cambridge Systematics, Cambridge, MA); John H Suhrbier (Cambridge Systematics, Cambridge, MAy, and Brian J. Gardner (Federal Highway Administration). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. As required by ISTEA, states and Metropolitan Planning Organizations are currently developing and implementing Congestion Management Systems (CMS). Because of the flexibility provided in determining measures of system performance, the transportation data and methods that are being incorporated into these systems are quite variable. In many instances, available transportation system data are limited to traffic and roadway system data compiled for the Traffic Monitoring System for Highways (TMS/H), the Highway Performance Monitoring System (HPMS), nd transit system data for Section 15 reporting. These traditionaldata sources provide important information but may not support performance measures that describe the movement of people and goods or relate to appropriate measures of congestion. This paper provides guidance regarding sources of transportation data and analytical methods, both traditional and non-traditional, and relates these to system and modal performance measures. System performance measures are categorized into: 1 ~ travel time measures; 2) delay measures, and 3) speed, volume, and vehicle classification measures. Modal performance measures include transit, goods movement, and person movement Examples are provided for these categories of measures, including direct observation methods and advanced measurement techniques. Alternative sources of data are described along with the range of available analytical procedures and evaluation techniques. A discussion of the use and applicability of geographic information systems and intelligent transportation systems to a CMS is also presented. Three case study demonstrations of the use of transportation data in a CMS are discussed. These include the use of a highway information system and the HPMS in Montana, the integration of transportation system data into a GIS for Albuquerque, and the variety of transportation data sources used to analyze mobility in downtown Boston. Montana New Mexico Massachusetts. 3-46. Data Needs and Integrating Data Systems into Management Systems - A State DOT Perspective. Tweedie, Ronald W. (New Yorl< State Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. The primary purpose of the ISTEA management systems is to provide information to help State DOTS, their local government partners and other transportation providers make better transportation decisions. Identification of specific transportation data needs and their translation into useful information cuts across modes, jurisdictions, organizations, etc. Geographic Information Systems provide a basis for linking data components of the management systems, however, they are not the nirvana. This discussant will use examples to illustrate the problems that face a State DOT in identifying data needs and integrating data systems to satisfy both State and ISTEA requirements. Solutions focus on a strong in-house analyst and computer staff to develop the systems, supplemented by technical committees consisting of stake holders such as MPOs and transit operating companies, and coordinated through a working group representing each system. Critical information needs which transcend modes will also be discussed. 3-47. Data Needs and Integrating Data Systems into Management Systems. Stryjak, Lorraine Kyle. (Texas Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. The following points were made in the presentations by 76

Section 3 - Management Systems Ron Tweedie, Mike Moulton, and KQIIY Smith: 1) Address Institutional Issues First; 2) Being with the End in Mind; 3) Develop a Conceptual Plan; 4) Develop a Work Plan and a Data Model; 5) Don't Reinvent the Wheel; and 6) Plan a Staged Implementation. 3-48. Defining the Issues - FHWA Perspective. Kane, Anthony R. (Federal Highway Administration, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. 3-49. Defining the Requirements of Public Transportation Management Systems. Verchinski, Paul. (Federal Transit Administration, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71 993, Vanderbilt University, Nashville, Tennessee. "The PTMS must address a variety of rolling stock equipment: commuter rail vehicles, paratransit vehicles, light rail cars, subway or heavy rail cars, and bus. On the facilities side, for bus only systems, maintenance and garage facilities would be of major concern. For rail systems, all the major support facilities should be of concern. This makes the PTMS very different from the two other asset management systems WhICh are singularly focused on pavement and bridges. PTMS, as proposed, should be more than just a simple inventory. We expect that the strategies defined as a result of the PTMS for operation, maintenance, and expansion of a transit system will guide capital investments through the metropolitan and statewide planning process. This should enable decision makers to select cost-effective strategies for providing and maintaining assets in a serviceable condition. WE are suggesting that asset information should include age, condition, remaining useful life, and replacement cost. We expect that a base year inventory will be compiled where the level of detail is appropriate to the type of capital asset. Data related to transit vehicles using highways and ridership will be collected as part of the highway traffic monitoring system. However, data for number of vehicles and ridership for dedicated transit rights of way (e.g. rail and busways) is to A collected at the maximum load points for the peak period in the peak direction and for the daily time periods that comprise the am and pm peak. Other PTMS components would require that the state in cooperation with MPOs and transit operators identify and evaluate condition measures against appropriate standards. We would expect that these measures and standards would include goals and objectives for safety, efficiency, and reliability. This, in turn, would lead to development of appropriate maintenance and replacement schedules as well as identification of system deficiencies. WE would expect that appropriate strategies would be adopted and that evauations would be conducted for projects that were implemented. This would all occur as input to the overall planning and programming process. Thestateisultimately the responsible party for the PTMS. However, the state must develop the PTMS in cooperation with the transit operators and MPOs. These primary users of the PTMS will ultimately need this information in the planning process so that when funding decisions need to be made in non-attainment areas using cmaq funds and funds are flexed from either the federal highway or transit programs, there is a context of local strategies. PTMS information will also be helpful when projects are proposed for funding from traditional federal transit act sources." Quoted from beginning of remarks in conference proceedings. 3-50. Defining the Requirements of Traffic Monitoring Systems. Kashuba, Ed. (Federal Highway Administration, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. The Traffic Monitoring System is intended to complement the Management System Public Transportation Facilities and Equipment by addressing elements of highway travel. As part of its Traffic Monitoring System for Highways (TMS/H) each State would have a comprehensive process for the collection of highway person and vehicular traffic data. This comprehensive process would address data precision, methods used in the field data collection, and consistency of data analysis. Existence of a TMS/H in each State would ensure comparable high quality data for application to the administration of the transportation program. 3-51. Delaware Intermodal Management System. Delaware Department of Transportation. The Delaware Department of Transportation (DelDOT) is developing an Intennodal Management System (IMS) in order to provide a systematic process of evaluating and defining improvements of key linkages between transportation modes which will iprove the overall performance of the transportation system. The IMS is intended to address the connections, transfers, and movements between modes of transportation rather than to be a multimodal planning tool that addresses all modes of transportation collectively. The initial focus of the Interrnodal Management System will be the transportation access routes to interrnodal transfer facilities. These access links are DelDOT's primary responsibility in the development of intermodal transportation. The majority of transfer facilitiesin Delaware are owned and operated by private 77

Project Bibliography - NCHRP 8-32 (1 ) companies. The internal operations of the transfer facilities are outside the initial phase of the IMS and are more properly addressed by the master plans of each particular Intermodal facility. Delaware. 3-52. Determining Conformity of General Federal Actions to State or Federal Implementation Plans; Final Rule. Environmental Protection Agency. Nov 1993, 40 CFR Parts 6, 51, and 93. 3-53. Developing and Implementing ISTEA Management Systems: New York State's Approach. Shufon, John J. (New York State Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71 993, Vanderbilt University, Nashville, Tennessee. Section 1034 of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) mandates that States develop six management systems and an associated Traffic Monitoring System. While the States have the direct responsibility to implement these systems, ISTEA requires each system be developed in cooperation with other agencies receiving federal highway or transit funds and, in urban areas, the Metropolitan Planning Organizations. Federal regulation further requires that a mechanism be established to coordinate the development and implementation of the systems administratively, functionally, and technically. This paper describes the steps the FJew York State Department of Transportation (NYSDOT) is taking to assure compliance with these requirements. The management structure implemented to oversee system development is detailed, as well as the procedures put in place to coordinate these activities among NYSDOT system developers and other affected transportation providers. In addition, the guidanc provided to system developers to assure timely implementation is presented. This guidance focuses on the appointment of formalized technical committees and the development of concept plans, which carefully define system scope building on existing processes and technical tools. Staged system implementation is also recommended with the January 1995 certification deadline as a major milestone. New York. 3-54. Developing and Implementing the ISTEA Management Systems: New York State's Approach. Shufon, John J.; Clarence R. Fosdick; Barbara P. Gigliotti, and Joseph P. McClean. (New York State Department of Transportation, Albany, NY). Transportation Research Board 73rd Annual Meeting, Jan 9 1994, Washington, DC. New York. 3-55. Developing Congestion Management Systems. Hoeft, B. TR NEWS 173. JUI 1994, Pp 26-28. The Congestion Management System (C MS) is important because of a legal mandate and increasing skepticism concerning the addition of capacity to alleviate congestion and enhance mobility. Much of today's congestion is attributed to the lack of an integrated transportation system and the continuing preference of travelers to drive alone. This article points out some trends that are leading to traffic congestion, examines the basic requirements of a CMS, and discusses CMS activities at the State, local, and Federal levels. 3-56. Developing Set of Transportation Alternatives Needed for Pricing To Suceed in Changing Travel Behavior. Prick, Karen. (Metropolitan Transportation Commission, Oakland). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Califomia. 3-57. Development of a Model Statewide Intermodal Transportation Plan for Loulsisna. LSU National Ports and Waterways Institute. Report on the Louisiana Intermodal Transportation Conference, Jul 19 1993. Louisiana. 3-58. Development of a Prototype Integrated Management System. Creasey, F. Thomas (Wilbur Smith Associates, Orlando, FL) and Albert A. Dominguez (Florida Department of Transportation, Miami, FL). Presented to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 requires States to develop six management systems, plus a traffic monitoring system. Based on the requirements for the management systems and the supplementary information provided in the interim final rule for management and monitoring system, an integrated management system concept was developed. This concept combines the Congestion Management System, the Intermodal Management System, and the Public Transit Management System into an integrated process. This process provides a built-in coordination among the management systems and will provide a list of recommended multimodal strategies and actions which vail be incorporated into the overall planning process. The integrated management system process will help to eliminate possible duplication of activities, particularly those involving data collection. It also will allow for a 78

Section 3 - Management Systems great deal of flexibility in the required structure for the management systems so that the particular needs of a state or metropolitan area can be most appropriately addressed. The Florida Department of Transportation is developing a prototype Integrated Management System for District Six, which is comprised of Dade (Miami) and Monroe (Key West) counties. The Integrated Management System ~11 combine and coordinate the CMS, PTMS and IMS, along with the traffic monitoring system (TMS/H). Supporting the Integrated Management System will be a single Decision Support Analysis Tool. The Decision Support Analysis Tool is an integrated relational database linked to a Geographic Information System (GIS). It also will include a documentation process of how to use the application. The Department presently is developing a pilot Dec soon Support Analysis Tool that will consist of five or six applications (e.g., transportation network, functional classification system, level-ofsewice computations and maps, traffic counts, acorn control, etc.~. This prototype will be used to demonstrate the effectiveness of the Integrated Mnagement System in providing multimodal, system-level information about strategies and actions to decision makers for incorporation into the planning process. Florida. 3-59. Development of a Rural Congestion Management System. Creasey, F. Thomas (Wilbur Smith Associated, Orlando, FL) and Susan Sadighi (Florida Department of Transportation, Orlando, FL). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-60. Development of Intermodal Performance Measures for Louisiana. Stopher, Peter R. (Louisiana State University). Submitted to Intermodal Planning Conference, Dec 7 1994, New Orleans, Louisiana. This project attempted to begin development of terminal-related Intermodal performance measures, with a view to being applicable in Louisiana specifically. . . oulslana. 3-61. A Discussion of Management Systems in the ISTEA Camph, Donald H. (Aldaron, Inc., Culver City, CA).Prepared for the National Association of Regional Councils. Aug 1992. 3-62. Discussion Paper: A~pect~of Sustainable Transportation. Hopkins, John B. This paper has been prepared solely for the purpose of stimulating thinking and discussion concerning the concept of sustainable transportation and its implications. It does not propose or advocate any specific views or actions, nor does it necessarily reflect the polices or views of the Department of Transportation or any of its elements. 3-63. Economic and Organizational fesses in Implementing Transportation Management Systems. Hyman, William A. (The Urban Institute). IntegratingTransportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt Univers ty, Nashville, Tennessee. "More than anything else the provisions of the Intermodal Surface Transportation Efficiency Act (ISTEA) were motivated by scarcity - scarcity of funds, scarcity of existing transportation capacity, and scarcity of the public commons, for example the atmosphere which serves as a waste receptacle for air pollutants. The planning and management system provisions of ISTEA and the corresponding regulations are a sea change from past planning and investment programming procedures. ISTEA marks a new way of managing transportation and responding to current and future needs. Implementation of the new procedures for planning and management systems by state transportation agencies and Metropolitan Planning Organizations (MPO) will be exceedingly challenging. A large number of new and complex requirements must be superimposed upon and rationalized with existing planning and programming procedures. As a result, states and MPO's will confront another key scarcity - staff." Quoted from beginning of remarks in conference proceedings. 3-64. Employee and Student Trip Reduction: First Year Results from Metropolitan Phoenix. Burns, Elizabeth K. (Arizona State University). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Arizona. 3-65. Estimating Emission Impacts of CMAQ Projects. Bacon, Everett. (North Central Texas Council of Governments). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Texas. 3-66. Estimating Summer, Weekend VMT and Speeds by Hour for Air Quality Analysis. PerMnson, Dennis G.; George B. Dresser, and Jimmie D. Benson. (Texas A & M University System, College Station, TX). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 79

Pro tech Bibliography - NCHRP 8-32 (1 ) 3-67. Estimating Transportation Control Measure Impacts on Work Related Non-Work Travel. Sivasailam, Daivamani. (Metropolitan Washington Council of Governments, Washington, DC). Presented to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. With the passage of the 1990 Clean Air Act Amendments (COCA), states are under increasing pressure to implement TCMs to reduce mobile source emissions. The aim of the TCMs are to reduce the number of Vehicle Tnps (V~ and Vehicle Miles of Travel (View. A number of these TCMs are aimed at the commute trips, i.e., trips from home to work and back. A number of techniques are used to analyze the TCMs such as the traditional travel demand (4-step) models, the COMSIS Travel Demand Management (TDM) model and sketch planning techniques. The Home Based Work (HBW) trip tables used in the travel demand and TOM models consist of the trip from home to work and the trip from work to home. The HBW trips account for 25 to 30% of all trips in a region. Metropolitan Washington Council of Governments (MWCOG) performed a Home Interview Survey in 1987-88. When the data from this survey was analyzed it was observed a large number of the non-work trips were actually taking place either on the trip from home to work (stopping at day care) or on the trip from work to home (dry cleaners) or during the mid-day (lunch). In the trip tables the trip from home to day-care will be classified as Home-Based Other (HBO) and the trip from the day care to work will be classified as Non-Home Based (NHB). Even though the main purpose of the trip was from home to work the trip is not classified as a HBW trip but rather as HBO and a NHB trip. If a TCM is analyzed using a HBW trip table it is implicitly assumed that there will be no impact on the trip from home to work with a stop at the day care. However it is possible that the TCM could alter the behavior of the person making the home to work trip with a stop at the day care resulting in a reduction in \JT or VMT. If this is not accounted for the results of the analysis underestimates the impact of the TCM on commute trips. This paper summarizes the methodology developed by MWCOG to account for the impact of TCMs on work related non-work travel. Using the 1987-88 MWCOG HIS as the data sauce all non-work trips that took place during the journey to work, journey from work and mid-day trips were added to the HBW trips. The resulting work related trips account 54.5% of all travel in the region. The divertability of the work related non-work trips due to the TCMs was based on the trip purpose. The methodology results in increasing the impact of the TCMs on HBW trips by 39% to account for the impact on work related non-work tnps. This post model process will be applicable for TCMs that are analyzed using the MWCOG mode choice model or the COMSIS TOM model. 3-68. Evaporation of Carbon Monoxide Inventory Methodology: Is ~ Providing Realistic Estimates? Szplett, David and Kishore Kagolanu. (Ado County Highway District, Boise, ID). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Traditionally air quality inventories are estimated from Vehicle Miles of Travel (VMT) from the transportation planning models. The VMT estimated is used by MOBILE models to estimate Carbon Monoxide (CO) emissions Using VMT as the basis for CO emissions is a good starting point however, it is insensitive to operational improvements. This leads to estimates of CO that are inconsistent with reality. The paper addresses three specific issues regarding air quality. They are: 1 ) evaluation of VMT and VHT as parameters for estimation, 2) the aspects of data aggregation for CO inventories and 3) The aspects of variation in cold start fraction. Procedure-The MPO (in Boise, Idaho) currently uses TRANPLAN to estimate the VMT and then uses MOBILE model for CO inventories. This data from TRANPLAN is contrasted with the data from traffic operations modeling package. The MOBILE model emission factors are used for estimating CO emissions, that is, 41 gramsNMT and 735 gramsNHT respectively. The estimates are subjected to further analysis in understanding the implications of these results. A model based on Vehicle Hour-s of Travel (VHT) for CO estimates is developed. This is studied in the context of Boise, Idaho. This analysis shows interesting results. Next, the aspects of aggregation are studied to identify the worst case scenario. Traffic counts were taken in the CBD, arterials and the freeways for 24 hours to identity the peak hour and eight hour traffic volumes. The CO emission values are estimated for respective aggregations. The results are analyzed and a level of aggregation that represents the worst case scenario is identified. Finally, the effects of cold start on VMT and VHT are analyzed. This single factor leads to large variations in the estimates. The results are analyzed and graphically presented. Value to Other Professionals-The SIP and TIP conformities are dependent on small values of emissions in the modeled area. Therefore, better emission estimation methodologies will help clarify the ttainment or non-attainment status of an area. More importantly, the new procedure is sensitive to operational improvements and provides better estimates. Idaho. 3-69. Evaluation of MOBILE Vehicle Emission Model. Volpe National Transportation Systems Center; Jack Faucett Associates, and Sierra Research. Dec 1994, DOT-VNTSC-FHWA-94-8. 80

Section 3- Management Systems The U.S. Environmental Protection Agency's "MOBILE" emission factors model is used by air quality planners to estimate emissions from on-road motor vehicles. The model has undergone two significant revisions since the release of MOBILE4 in February 1989 (i.e., MOBILE4.1 in November 1991 and MOBILES in December 1992~. The latest version of the model, MOBILE5a, was released in March 1993 to correct relatively minor errors discovered in the MOBILES code. Because of the speed with which the revisions were prepared, documentation is limited. Thus, this report was commissioned by the U.S. Department of Transportaton to evaluate the structure and function of MOBILE, and to document changes that occurred among model revisions. This consisted of reviewing succeeding variations to the model to document the basic model structure, identifying changes to existing components (e.g., base emission rates, speed corrections, temperature corrections, etc.), and evaluating the addition of new capabilities (e.g., modeling of oxygenated fuels, resting loss emissions, evaporative system functional checks). In addition, the impacts of model changes on fleet-average emission factor estimates were quantified under a variety of vehicle operating conditions (e.g., speed, temperature, operating mode, etc.~. 3-70. Evaluation of Transportation Level of Service Using Fuzzy Sets. Ndoh, N. N. and N. J. Ashford. (Loughborough University of Technology, England). Presented to the Annual Meeting of the Transportation Research Board, Jan 1 995. 3-71. Evolution Toward Performance-Based Planning Process. Meyer, Michael D. (Georgia Institute of Technology) and G. Mazur. Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-72. Facilitating Transportation Agency Management Through Performance Measurement: NYSDOT Experience with Management Performance Indicator Report. Albertin, Richard; Jacqueline Romeo; Lynn Weiskopf; John Prochera; John Rowen, and NOW York State Department of Transportation. Presented to the Annual Meeting of the Transportation Research Board, Jan 1 995. New York. 3-73. Forecasting Travel Time for Congestion Management. Roden, David B. (JHK & Associates, Alexandria Presented to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. ., VA). 81 Travel time is emerging as an important performance measure for congestion management. The ability to more accurately simulate travel time has also ban recognized as critical to air quality analyses. There are numerous technical challenges to developing reasonable forecasts of travel time. The potential techniques to be employed also vary depending on the structure of the modeling system and capabilities of the modeling staff. This paper identifies the technical challenges to more effective prediction of travel time from the perspective of congestion management systems. The challenges are related to various modeling contexts and deal with both demand modeling and macroscopic and microscopic simulation modeling. Alternative methods for forecasting travel time are then explored. Some of the alternatives examined include estimation of travel times from daily travel demand models, peak hour and peak period demand models, simulation models, Integrated demand/simulation models, and more advanced modeling systems being developed or proposed. Several case studies are introduced describing approaches that have been used to predict travel time. Possible congestion management applications of improved travel time forecasts are also described. 3-74. Generic Objectives for the Evaluation of Intermodal Passenger Transfer Facilities. Horowitz, Alan J. and Nick A. Thompson. (University of Wisconsin - Milwaukee). Dec 14 1994. A list of generic objectives is a tool for initiating the evaluation process for project alternatives for an intermodal passenger transfer facility. Such a list should contain all objectives that might be important to any project. This paper presents a list of 70 objectives developed through a literature review and through interviews with users. Each objective on the list was rated by a panel of experts on transportation planning and station design. An analysis of the ratings revealed that most important were objectives for ensuring safety and security and objectives for improving transfers and transfer opportunities. Less 4 important were objectives relating to the environment and finance. Architectural, building and site considerations were rated as being least important. 3-75. Geographic Information System Environment for Transportation Management Systems. Johnson, Brad H. and Michael J. Demetsky. Transportation Research Record 1429: Multimodal Pnonty Setting and Application of Geographic Information Systems. May 1994, Pp 67-73. The management systems that are required of states by the Intermodal Surface Transportation Efficiency Act of ~ 99t have a common element in their need for a well-established data base. In this regard,

Project Bibliography - NCHRP 8-32 (1 ) computerized geographic information systems (GlSs) are emerging as efficient and effective tools for managing transportation information resources. These systems integrate geographic (or spatial) information displayed on maps, such as roadway alignment, with attribute (or tabular) information characterizing features, such as composition and age. The development of a prototype transportation management GIS data base for pavement management is described to illustrate the USE of a GIS framework for transportation management systems. The data base that was developed covered two counties in Virginia, and the representation of the roadway system in these two jurisdictions established the reference for the pavement attribute data. The same geographic data base could be used for other management systems, although it would need to include slight additions for safety and bridge management and additional faalities for congestion, intermodal, and public transportation management. Virginia. 3-76. Geographic Information System-Transportatlon, ISTEA Management Systems, ServerNet Prototype Pooled Fund Study-Phase A-System Architecture. Fletcher, David (Geographic Paradigm Computing, Inc.~; Tom Henderson (New Mexico State Highway and Transportation Department), and Hillary Armstrong (Sandia National Laboratones). Presented to the Annual Meeting of the Transportation Research Board, Jan 1 995. 3-77. The Griffin Line Major Investment Study: Transit Level of Service Analysis. Riklin, Ellizabeth S. (Capitol Region Council of Governments, Hartford, CT) and Jim Ryan (Parsons, Brinckerhoff, Quade and Douglas). Submitted to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. Connecticut. 3-78. A Guide to the Congestion Mitigation and Air Quality Improvement Program. Federal Highway Administration. 3-79. How Do We Know Employer-Based TDM Works? The Need for Experimental Design. Higgins, Thomas. (K. T. Analytics, Inc.~. Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-80. How High a Price Do We Need To Charge To Affect Travel Change In Behavior? What About Goods Movement Industry? Options for Uses of Revenues. Harvey, Greig W. (Deakin, Harvey, Skabardonis, Inch. Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-81. Impact of HCM Modifications on Planning and Management Systems. Ismart, Dane. (Federal Highway Administration, Washington, DC). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-82. Implementing Congestion Management Programs: Confronting and Resolving Institutional Barriers. Dittmar, H. (Metropolitan Transportation Commission). Expert Workshop on Congestion Management at the Jefatura Provincial de Trafico, Mar 29 1993, Barcelona, Spain. This short article examines previous and ongoing attempts to introduce systematic approaches to resolving urban congestion. These include the US Department of Transportation System Management (TSM) Regulations, the California Congestion Management Program, and ISTEA's (Intermodal Surface Transportation Efficiency Act) Congestion Management System (CMS). it attempts to determine why these efforts have not been completely successful. It also Suggests an alternate approach to implementing congestion management in a systematic manner. 3-83. Implementing Effective Travel Demand Management Measures: Inventory of Measures and Synthesis of Experience. Comsis Corporation (Silver Spring, MD) and Federal Transit Administration (Washington, DC). Sep 1993. Travel Demand Management (TDM) describes a wide range 0 actions that are geared toward improving the efficiency of travel demand. There is much controversy and speculation as to the strength, role, and validity of TDM solutions. This uncertainty has probably led to misunderstandings of the role and potential of TDM, and therefore, a lower yield from TDM approaches than appears to be possible. This report is the main product of a study that was sponsored by the Federal Highway Administration to try to set the facts straight and provide the most comprehensive, accurate, and useable guidance on TDM. The report provides a set of materials, statistics, guides and tools that should be of significant value in not only increasing the basic understanding of what TDM is, but on how to design and evaluate programs which will deliver the optimal that these strategies can offer. 3-84. Implementing Travel TIme as a Congestion Management Performance Measure. Smith, Steven A. (JHK ~ Associates, Riverside, CA). Presented to Transportation Planning Methods 82

Section 3 - Management Systems Applications Conference, Apr 171995, Seattle, Washington. The FHWA Interim Final Rule has established requirements for developing a Congestion Management System, one of six management systems required by the Intermodal Surface Transportation Efficiency Act (ISTEA). One of the important elements of a CMS is the identification of performance measures that can be used to represent facility operation. In the past, many of the most commonly used highway performance measures have centered on traffic volume. The development of congestion management systems is causing transportation agencies to more seriously consider travel time (and its derivatives such as speed and travel rate) as a basis for identifying and quantifying congestion and mobility. One of the objectives of a congestion management system should be to develop performance measures that more directly address how the public views congestion and mobility. Travelers tend to think in terms of travel time, trip time and delay. They typically exprm the quality of their travel in terms of how long it may have taken them to get to work on a particular day, or how much they were delayed at a particular location. They do not tend to think of the quality of their trip in terms of volume, vofume/capacity ratio, level of service, or other measures often used by the professional transportation community. While travel time is significantly superior to volume-based measures in expressing mobility levels as viewed by the traveler, it has been infrequently used for congestion monitoring, primarily because it is relatively expensive to collect. Normally, travel time data are collected with moving car runs using paid drivers. Even though the recording equipment may be automated, the expense of drivers often limits the size of the sample that can be affordable obtained. New approaches are being devised that can reduce the cost of travel time data collection by sampling from vehicles already in the traffic stream. This paper reviews methodologies for collecting and displaying travel time data for purposes of congestion manageent. It describes cost-effective emerging technologies and data management approaches that address the needs of travel time data collection. It also describes how Intelligent Transportation Systems (ITS) being implemented for real-time traffic management purposes can be tapped as a significant source of data. The paper identifies additional challenges to the use of travel time as a performance measure and how the travel time data collection needs for CMS can be coordinated with similar needs for air quality analyses and for other applications within ISTEA management systems. 3-85. Improved Air Quality and Mobility: Can We Have Both? Moretti, Frank R. (The Road Information Program, Washington, DC). Jan 1995. "The 1990 Clean Air Act Amendments (CAAA) and the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) are designed to improve air quality while continuing to provide a strong and efficient transportation system. This report looks at trends in air quality and the relationship between mobility and air quality. The key findings of the report are: (1) Improved air quality and increased mobility can be achieved simultaneously. Constraints on travel may not be necessary to achieve good air quality.... (2) Some of the least effective and most expensive strategies aimed at reducing highway emissions may need to be re-evaluated.... (3) The CMA and ISTEA include programs to reduce the growth of highway travel inurban areas. Efforts to reduce highway travel may be hampered by a variety of demographic factors, which favor the flexibility and convenience of highway transportation.... (4) Americans are breathing cleaner air in our urban areas because of reduced emissions from highway vehicles." Quoted from the Executive Summary. 3-86. Improving Transportation Data Required for Mobile Source Emission Estimates. Chatterjee, Arun. (University of Tennessee, Knoxville, TN)., In Progress; NCHRP Project 25-7. The 1990 Clean Air Act Amendments (CMA) require states to attain and maintain ambient air quality standards. Geographic areas not meeting air quality standards are designated as nonattainment areas and must satisfy certain requirements and deadlines depending on the severity of the air quality problem. Mobile sources, like automobiles and other vehicles, are considered to be a significant component of the nonattainment problem, and consequently, the transportation sector is expected to provide appropriate emissions reductions. Decisions for achieving reductions are based on different levels and types of analyses appropriate to local conditions, such as attainment status, the size and complexity of the area, and the type of pollutants. Also, there are a variety of analysis needs, including, but not limited to, emission-inventory development, transportation~ntrol management (TOM) strategies, "conformity" assessments, and state implementation plan (SIP) development. The objective of this research is to improve the integration of transportation data with owssions-estimation procedures and air quality planning. Key elements of this integration process include: (1) transportation variables that are available or necessary for developing emissions burdens and other air quality projections, (2) techniques for developing values forthese variables, and (3) interrelationships between transportation data and emission rates. The research will critically evaluate these elements, and then identify and prioritize 83

Project Bibliography- NCHRP 8-32 (1) improvements to existing procedures for calculating or estimating transportation data, given existing transportation, emissions, and air quality models. 3-87. Improving Transportation Modeling for Air QualIty and Long-Range Planning. Replogle, Michael. (Environmental Defense Fund, Washington, DC). Prepared for Presentation to Transportation Research Board 1993 Annual Meeting, Washington, DC. This paper provides a critical overview of current practices in metropolitan transportation modeling for air quality planning in the U.S., based on a decade of experience in managing the development of new models in the Washington, DC region. The paper suggests ways that these practices might be improved, given the current state of professional practice. Many aspects of the current standard practice in transportation modeling are inadequate to meet the challenges of transportation, land use, and air quality planning in the 1 990s. There has been relatively little innovation in travel demand analysis technique over the past two decades despite massive advances in capabilities for computer analysis, information systems, and automated data collection. Work needs to proceed on several parallel tracks -- (1) immediate quick fixes to support the next round of air quality conformity analysis, (2) incremental improvements to the 4-step modeling process, and (3) development of new methods, such as activity-based travel demand microsimulation techniques and real-time traffic network simulations which could support refined emissions models teased onrealdriving cycles. The transportation models in widespread use were mostly developed for the narrow purpose of highway engineering, not air quality and long-range land useftransportation planning. To meet these latter purposes and to permit evaluation of a wide range of alternative transportation and land use scenarios, models must become sensitive to many more factors. Demographic sensitivity is needed to reflect life cycle stages and aging of the population and of neighborhood demographic mixes. Travel time needs to be treated more consistently and rigorously in travel demand estimation, including the effects of congestion and capacity changes on spatial and temporal trip distribution and mode choice. Trip distribution needs to reflect the effects of changes in transit and non-motorized mode accessibility. The effect of transportation investments on land use changes nods to be accounted for. More detailed highway network simulation, separating link and intersection capacity and delay, is needed to improve the simulation of travel times. Greater sensitivity is needed to factors influencing travel behavior which exhibit greater variance within transportation analysis zones than between zones, such as the pedestrian proximity of jobs and housing to transit stops and to neighborhood retail services, the quality of the -pedestnan and bicycle environment, the cost and convenience of parking, and other urban design factors. GIS offers an affordable framework to measure and account for these interactions, which can be integrated into transportation models by stratification of zone-based travel demand analysis, use of smaller and more detailed transportation analysis zones, or microsimulation to evaluate behavior at the household level. 3-88. Incentives for Local Governments to Implement Travel Demand Management Measures. Rodier, Caroline J. and Robert A. Johnson. (University of California, Davis). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-89. Inclusion of Parking Management Tactics in the Development of TOM Plans. Luz, Christian. (HNTB Corporation, Milwaukee, Wl). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-90. Incorporating Intermodalism into Transportation Planning: The Intermodal Management System as a Foundation. Meyer, M. D. TR News 173. Jul 1994, Pp 3. The Intermodal Management System (IMS) is one of the more challenging of the six management systems required by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). It encompasses much of what ISTEA intended as a shift in the transportation planning process: increased emphasis on intermodalism and greater use of performance-based planning tools. As noted in the Interim Final Rule for the management systems, IMS is "a systematic process of, 1 ) identifying key linkages between one or more modes of transportation, where the performance or use of one mode will affect another, 2) defining strategies for improving the effectiveness of these modal interactions, and 3) evaluating and implementing these strategies to enhance the overall performance of the transportation system". This article discusses the concept of links (or connections) from one mode to another and how IMS is providing a means of highlighting the issues concerning these links in its planning process; examines the key elements of IMS departure from traditional transportation planning; and outlines the steps in It~lS development. In conclusion, it is stated that IMS is potentially one of the most important innovations resulting from ISTEA, and that IMS takes a major step in introducing a customer perspective into the planning and dec sion-making processes. 3-91. Innovative Applications of Level of Service 84

Section 3 - Management Systems Standards. Samdahl, Donald R. (JHK & Associates, Bellevue, WA). Presented to Transportation Planning Methods Applications Conference Anr 17 ~ gg5 Shawls Washington. The concept of Level of Service (LOS) has always been a key component of transportation planning. Level of service standards take on a new importance when they are used (via concurrency) to approve/deny proposed development. Local governments and State agencies are searching for level of service methodologies that make sense in the growth management environment. LOS is also an important performance measure required to be considered in Congestion Management Systems, as defined by the ISTEA. The consideration of transit LOS (and in Washington State - Ferries) signals a shifting attitude among agencies that increased emphasis needs to be given to modes of travel other than autos. Many communities are taking into consideration non vehicular modes, such as walking or biking, as well as safety and accessibility factors. The purpose of this paper is to define new, innovative uses of LOS standards and methodologies for use in project planning, prioritization, development regulation, and system monitoring. The paper will examine various types of roadways and transit LOS standards used throughout the country, including the states of Florida, California, and Washington. Many of these approaches involve innovative ways to aggregate roadway LOS standards, such as averaging intersection LOS across a subarea, estimating ranges of congested vehicle miles of travel within a district, and estimating travel time contours within a geographic area. LOS objectives and policy issues will be described, followed by an assessment of the different LOS analysis methods. Current examples from Washington State will show ways to combine roadway and transit LOS standards into meaningful measures of transportation system performance. Also addressed will be the role of state~wned facilities in LOS standards and methods. The paper will describe how different LOS standards and methods are appropriate for urban and rural communities. These differing needs will be reflected in a set of usable LOS standards that can be applied across varous geographic areas. The results of this paper will assist other communities in defining appropriate LOS standards and methods. Washington Florida California. Vermont. A. - Or 3-92. Integrated Land Use-Transportation-Air Quality for Chittenden County, Vermont, IUPO. Lawe, Stephen; Robert Chamberlin (Resource Systems Group); Michael Oman, and Joe Segali (Vermont Regional Planning Commission). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-93. Integrated Transportation Planning - Applying Least-Cost Planning Methods to Transportation System Analysis: A Primer for Policymakers. Puget Sound Regional Council. (Seattle, WA). Jun 1 995. This report describes how Integrated Transportation Planning and the use of least cost methods of analysis may help in developing cost-effeatve transportation facility investment decisions. Washington. 3-94. Integrating the Congestion Management System with the Intermodal System Using the Customer Perspective: The New Jersey Approach. MacKinnon, Michelle M. (Lehr & Associates, Trenton, NJ). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. New Jersey's approach to congestion management, which views congestion from the perspective of the "seamless trips, is presented. The state's use of the seamless trip, which analyzes the total person trip from start to finish, is discussed in the context of multi-modal choice alternatives to congestion. Also examined is the state's approach to congestion through focus on a corridor rather than a facility or linked based system. New Jersey's integration of the people movement portion of its Intermodal Management System work effort is highlighted. The state's emphasis on customer perspective in defining congestion, mobility and performance measures is also reviewed. New Jersey. 3-95. Integrating the Management Systems. Howard, Mark P. (JHK & Associates, Baltimore, MD). Integrating Transportation Management Systems into Transporation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "The transportation consulting community can point out the key issues which have to be addressed, and can offer approaches to implementation but the actual system development and integration is ultimately carried out by the states in cooperation with other players. Four basic problem areas must be addressed if the management systems are to be effectively integrated into the planning process. These areas are: Time frames; Geographic coverage; Consistency of measures, data and networks; and Monitoring and feedback." Quoted from beginning of remarks in conference proceedings. 85

Project Bibliography - NCHRP 8-32 (1 ) 3-96. Integrating Transportation to Manage Congestion. Kingham, R. Ian (GMK Transportation Planning 8 Engineer, Ltd., Victoria, B.C., Canada and Port Angeles, WA) and Larry Roberts (Transportation Planning, City of Victoria, Victoria, B.C., Canada). Presented to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. Typical of most medium sized cities in the U.S. and Canada, transportation planning for the Victoria, B.C. Region has been primarily traffic planning. Creating a system of one way streets, improving signalization,building and enlarging parking structures have been the focus of transportation improvement and the focus of downtown marketing. Increasing traffic flows and a recent policy change of the Provincial Government (to centralise employment in areas that bring traffic through the City center), have raised concerns of intolerable traffic congestion. To meet these concerns City Council asked for an integrated approach to transportation and land use that reduces dependence on the automobile. This paper reports a completed study on how to reduce automobile dependence through integration. Integration includes both the integration of transit, cycling, walking and the automobile and the integration of stake holder efforts both public and private. It was found that such integration must take place for all transportation initiatives for both legislative and administrative branches of government Strategies are offered to meet five specific objectives: 1 ) Improve the accessibility of alternative modes, 2) Improve mobility for people downtown, 3) Improve the attractiveness of downtown for shopping, personal business and sightseeing, 4) Improve terminal facilities, and 5) Integrate walking, cycling and transit into all legislation, regulations, plans, budgets, programs and operations. For each strategy, the responsible implementing organizations, public and private are identified. 3-97. Integrating Travel Demand Management Strategies. Replogle, M. and H. Dittmar. Travel Demand Management Innovation and Research Symposium: Setting a Strategic Agenda for the Future, Turnbull, K. F. and N. F. Lindquist, Editors; Nov 151993, Arlington, Virginia. Proceedings in Transportation Research Circular 433, October 1994, Pp 107-122. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990 (CAM) both give new impetus to travel demand management(TDM). Their successfulimplementation will require all metropolitan areas over 200,000 to develop effective congestion management systems which integrate TDM into transportation planning, programming and operations and include land use management and pricing elements. Under these laws, TDM might finally realize its full potential for boosting the productivity of our transportation system investments and strengthening economic performance. However, this will require several significant changes: (a) TDM must be integrated into all aspects of transportation and community planning and development, rather than being treated as an add-on to the current process. (b) Local, regional and stats agencies involved in transportation and land USE need to be held accountable for the impacts of their actions on travel demand and reorganized to better coordinate polices and programs which can manage both short and long term demand growth. (c) Much greater resources at the federal, state, regional, and local level must be devoted to transportation and land use data collection, the improvement of analytic tools and monitoring systems, and the use of new types of criteria and benchmarks for measuring transportation system performance, demand changes, and environmental and socioeconomic consequences. (d) TDM must encompass a broader range of strategies, including those dealing with non-work travel, non-peak period travel, short trips, emerging technologies, pricing, land use development, and urban design. 3-98. Integration Issues. Basile, Ralph. (Pennsylvania Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. PennDOT is preparing for a consultant contract to develop a systems business plan and requirements report for all seven management and monitoring systems. This coordinated approach will reduce the probability of incompatible systems and data redundancy. The primary guidelines for the research include: (1 ) analysis of planning and business processes, not just electronic data processing; (2) compatibility with and optimization of existing data collection (e.g., HPMS) and automated systems, including developing systems (e.g., GIS); and (3) integration among the ISTEA systems. Remarks will revolve around these issues and how we are involving and "integrating" the people and organizational units whose involvement, cooperation and buy-in are essential. Pennsylvania. 3-99. Intermodal Management System Implementation. Ismart, Dane. (Federal Highway Administration, Washington, DC). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 86

Section 3 - Management Systems 3-100. Intermodal Management System Planning at State and IUPO Levels. Capelle, RUSSQII B., Jr. (Commonwealth of Massachusetts). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Massachusetts. 3-101. Intermodal Management System Scope Jeve opment. METRO; Oregon Department of Transportation, and Port of Portland. Oregon. 3-102. Intermodal Management Systems in Hampton Roads, Virginia. Ravanbakht, Camelia. (Hampton Roads Planning District, Chesapeake, VA). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Virginia. 3-103. Intermodal Management Systems: Technical Guidelines. Ismart, Dane. (Federal Highway Administration, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. "The key to successfully implementing an intermodal management system is simplification. Data requirements and evaluation techniques of intermodal transportation strategies and actions must be kept simple because of limited State planning resources. An even more limiting factor is the non-existence or lack of access of detailed intermodal data as well as technical planning procedures for evaluating traffic between limited modes. Attempts to establish a sophisticated data intensive intermodal management system may lead to failure. Therefore, to overcome these limitations, State and local planning agencies must use existing data resources to develop an intermodal management system that is issue oriented. Intermodal planning issues would address the movement of both people and goods by all modes or combination of modes. Issues would include not only physical constraints but legal, regulatory, and financial limitations to effident intermodal transportation. A typical list of basic categories for developing intermodal planning and management system issues by a State or local planning agency are: a. Physical limitations to intermodal movement; b. Accessibility of intermodal faalities; c. Transferability and coordination betwen modes; d. Legal and regulatory constraints to intermodal transportation; e. Delivery and collection systems for intermodal faalities; f. Safety of intermodal faal~ties and systems; and 9. Economic and environmental tradeoffs between modes. Quoted from beginning of remarks in conference proceedings. 3-104. Intermodal Performance Pleasures for the Bay Area Transportation System Jones, David W. Jun 12 1995, Anal Report for the Metropolitan Transportation Commission. This report identifies a series of performance measures designed to track how effectively and efficiently the region's transportation system is serving Bay Area residents and shippers. Its goal is to identify performance measures that can be used to answer the question: What mix of street, highway, transit and terminal improvements would make the most cost-effective contribution to Bay Area mobility? Most performance measures in present use are specific to one mode of transportation. The goal of the report is to identify multi-modal performance measures more appropriate to an era of multi-modal funding." Quoted from the Introduction. California. 3-105. Intermodal Performance Standards. Norris, Bahar B. (VOIPQ Center, U. S. Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "A clear vision of where we are and where we would want to be in our transportation system is critical to the success of any system improvement plan. Towards this end, identification of the system boundaries, an inventory of the intermodal facilities, and specification of the system goals and performance standards are the essential initial steps. These steps SQt the stage for evaluating the system performance, identifying performance gaps, developing an improvement plan, and managing and monitoring the implementation process. The focal issues at worl< here are the process of consensus building on the shared goals and performance standards, coordination with the existing intermodal and IVES projects, and a feedback loop for recalibrating the performance standards in order to continuallyimprove system performance." Quoted from the Introduction. 3-106. Intermodal Performance Standards: A Primer for Transportation Planning PractIcioners. Volpe National Transportation Systems Center (Cambndge, MA) and Federal Highway Administration ITS. Department of Transportation. Draft Report Prepared for Office of Environment and Planning. Springfield, VA. National Technical Information Service, Jul 1994. 3-107. Intermodal Surface Transportation Efficiency Act: A Guide to the Congestion Mitigation and Air Quality Improvement Program. 87

Project Bibliography - NCHRP 8-32 (1 ) Federal Highway Administration. (Washington, DC). 1993. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA3 established the Congestion Mitigation and Air Quality Improvement (CMAQ) Program. The CMAQ Program emphasizes the importance of the link between transportation and air quality, by providing $6 billion between 1992-1997 for transportation projects and programs to improve air quality. Consequently, many areas vail be able to implement transportation control measures (TCMs), in compliance with the mandates of the Clean Air Act Amendments of 1990 (CAM). This Guide addresses the following questions: What is CMAQ? What are typical CMAQ projects? How much funding is available? How do I get started? How can I make the most of my CMAQ funds? What should be included in funding proposals? Whom do I contact? Appendices are as follows: (A) Section 1 08(f)~1 ) (A) of the COMA; (B) Metropolitan Planning Organizations in Ozone and Carbon Monoxide Nonattainment Areas; (C) State Transportation Contacts; and (D) U.S. Department of Transportation Contacts. 3-108. Interpreting California's Parking Cash-Out low. Weir, Jeff. (California Air Resources Board). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Califomia. 3-109. ISTEA Implementation in the Bay Area. Hynes-Cherin, Brigid. (San Frandsco County Transportation Authority). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. Describe "The Bay Area Partnership." Actors - MTC (MPO), Transit Operators (23), Congestion Management Agencies (9), Cities and Counties, Ports, State and Federal Air Quality and Transportation Agencies. Organizational Structure - Committees (Full Partnership, Plans and Programs Committee, Legislative Committee, Systems Operations and Management Committee). Examples of How the Partnership Functions - a) The RTP Process (Fiscal Constraints, Track 1 and 2~; b) The Programming Process (Countywide Input, Regional Tradeoffs, MPO Decision, FTA/FHWA approval, Monitoring). Califomia. 3-110. ISTEA Management Systems. Lambert, Louis H. (Michigan Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. The Michigan Department of Transportation (MOOT) has embarked on a Strategic Quality Management initiative that is focused on teaming to improve product delivery to our customers, measurement of our services, and a commitment to continuous improvement of our products and processes. The state and local Long Range Plans are key in delivering quality cross-modal transportation investment strategies for Michigan. This management system provides the decision support tools necessary for the development of these strategies. The department's extensive commitment to the strategic planning and development of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) management systems is therefore central to this initiative. The discussion will outline the philosophical context for structuring the management systems and describe the developmental approach being applied. This will include MDOTs overall information system strategic direction, including three-tier client-sewer architecture, development of tools in this environment, the use of Rapid Application Development techniques and projects, and business process re-engineering. Key to this are the underlying definitions, scope, and condition of the data to be used. The ISTEA requirement that Management Systems use "...common or coordinated reference systems and methods for data sharing...for more than one management system..." presents organizational and technical challenges, as well as opportunities. Specific integrative data related actions M DOT has taken, such as common road referencing and extensive data modelling, as well as the organizational and cultural changes that will be required to support, enhance, and maintain the individual management systems will be discussed. The presentation highlights MDOT's efforts to integrate the Rapid Application Development Process, Information Engineering, and Total Quality Management initiative into one methodology that enhances and streamlines Michigan's project development and planning process. Michigan. 3-111. ISTEA Management Systems and Long Range Planning: The Critical Link. McMillan, T. W. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Fans, Jerry M., Editor; May 3 1993, Daytona Beach, Florida. The Intermodal Surface Transportation Efficiency Act (ISTEA) has given the transportation industry unprecedented opportunities to improve transportation policies, planning, and investments. The six management systems in particular can be vital tools in advancing these improvements. However, if these management systems are developed and implemented outside of and divorced from a greater planning context, they can easily become bureaucratic, 88

Section 3 - Management Systems burdensome data collection exercises with little impact on major transportation decisions. The management system link to the ISTEA state and metroolitan long range planning requirements must be developed early. Long range planning has clearly shifted its emphasis under ISTEA to embrace the following key themes: 1) multimodal transportation system definition and focus. 2) responsible and accountable management of that system for performance, and 3) partnership among public agencies, the private sector, and the public in carrying out these management responsibilities. Within this comprehensive approach, the management systems envisioned by the ISTEA can be meaningful tools that add value to the transportaiton planning and programming process. The Metropolitan Transportation Commission of the San Francisco Bay Area is incorporating this strategy as part of its update of the Regional Transportation Plan, which will be used to illustrate how the critical management system/long range planning link can be forged. California. 3-112. The ISTEA Management Systems: Defining Issues. Yersualim, Howard. (Pennsylvania Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "We have known for a long time that transportation decisions influence the very fabric of our society. All modes of transportation have impact on the environment, land-use planning, economic vitality, and quality of life, to name the more salient concerns. Therefore, our decisions must take all these into account. We must also find better ways to integrate our transportation planning process into land use planning. For too many years, the opposite has occurred. This may be the largest challenge of all, since in Pennsylvania, land use planning is a local choice of almost 2,600 municipalities. To my knowledge, ISTEAIS management systems mandate is the first time the Federal government has mandated systems not for reporting purposes, but for the express purpose of improving our decisions. I have no doubt that if we keep open minds and seek creative involvement by all interested parties, we can resolve these issues in the best interest of our citizens, our states and our nations Quoted from the introduction. 3-113. It's the (Long Range Transportation) Plan, You Skeptic, You. Ruggieri, Raymond R. (New York Metropolitan Transportation Council). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. 89 The theme is that the ISTEA Planning and Management Systems are examples of debacle to the future" in transportation planning. They represent an improved version of what most of us did in the 1 950s and ens, many of us abandoned in the 70s and ens, and all of us realize we have to do in the 90s. The Long Range Transportation Plan set goals, objectives, and performance measures for the transportation system. These include: bridge, pavement, and transit facility conditions; safety, and the performance of the system in terms of congestion and intermodal. Meeting these goals and objectives is accomplished by allocating available resources to categories of projects e.g., budges, buses, and intermodal access improvements and by programming specific projects in the Transportation Improvement Program. Data monitoring and analysis of the performance measures will enable us to produce a periodic "report card" on how well we met our goals based on how we spend available resources and what we could do ~ we had more. That's the planning process! 3-1 14. IVHS Applications for Congestion Management Systems. Pietrzyk, Michael C. (University of South Florida, Tampa, FL). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-115. IVHS Implications for Transportation Demand Management. Wallace, C. E. and A. K. Kilpatrick. Proceedings of the IVHS America 1993 Annual Meeting. Surface Transportation: Mobility, Technology, and Society, Apr 14 1993, Washington, DC. Pp 131-139. The primary focus of Intelligent Vehicle-Highway Systems (IVHS) is naturally on traffic management systems, advanced traveler information systems, and so forth. The overriding objective of IVHS is to optimize the quality and efficiency of vehicle, passenger and goods transport of our surface transportation systems. With increasingly limited resources, however, further significant expansion of the infrastructure is unlikely. IVHS must not be restricted to supply-side options. Transportation demand management (TDM) can potentially have a more significant impact on congestion, energy conservation and the environment thaninfrastructure-based strategies. To explore the potential for such IVHS/TDM applications, the University of Florida Transportation Research Center (TRC) is investigating the applicability and feasibility of current IVHS technologies to TOM strategies. This paper presents the preliminary results of this study and contains specific recommendations for Advanced Transportation Demand Management (ATDM) for consideration of funding authorities, product development and user adoption.

Project Bibliography - NCHRP 8-32 (1 ) Florida. 3-116. Land LIse, Transportation and Air Quality Relationships ~ Fort Collins' Experience. Ensdorff, Richard. (City of Fort Collins, Fort Collins, CO). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Over the past year, the City of Fort Collins has been working on a Congestion Management Plan that addresses key transportation issues in the City of Fort Collins. This Congestion Management Plan was originally based on a requirement by the federal government that metropolitan areas that are in non-attainment for carbon monoxide (CO) need to develop a strategy to manage traffic congestion, the major contributor to CO in our air. The federal government to date has not cisarly identified all the requirements for a congestion management plan. Regardless of this, the City has embarked on an important analysis not only of congestion management, but of the relationship between land use, transportation and air quality. The work over the last year has gone significantly beyond the analysis for congestion. It has looked at the broader issues of land use patterns and their impacts on transportation and air quality. The process that we have used to develop this draft Congestion Management Plan along with the findings and recommendations is a focused public process using representatives from existing city boards and citizen committees, as well as citizens at large from different perspectives. This citizen group, along with staff and the consultant, have met at least monthly over the last year to discuss the issues and formulate a package of findings and recommendations for the Council and the community. The recommendations have been broken out into two distinct elements: a transportation element and a land use element. The Transportation element focuses primarily on recommendations that the City should implement immediately to deal with congestion. The recommendations include: (1) Policy changes in the area of vehicle miles traveled (VMT) goals Level of Service Policy and the balance between supply and demand of roadway capacity. (2) The implementation of a Transportation Demand Management (TDM) Program. (3) The development of a transportation system monitoring program. The recommendation on TOM and transportaton system monitoring program are consistent with what the North Front Range Transportation & Air Quality Planning Council have adopted. The other major element of the findings and recommendations is in the area of land use. As mentioned above the work of the Congestion Management Citizens Committee has focused to a great extent on the relationship between land use, transportation and air quality (LUTRAQ). We have developed a number of alternative land use scenarios to better understand the impact of these land use decisions on the transportation system and future air quality. The committee believes that the land use findings and ecommendations will need a significant amount of community discussion. We propose that these findings and recommendations be used in the updating of the City's Comprehensive Plan. Colorado. 3-117. Local Guidelines for CMAQ Emission Reduction Methods and Demonstration Projects. Kopec, Donald. (Chicago Area Transportation Study). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Illinois. 3-118. Making it Meaningful: Institutionalizing Statewide Planning and the ISTEA Management Systems. Rose, David C. (Dye Management Group, Inc.~. Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Dunng the past year state departments of transportation have been working hard to meet the planning and management system requirements of the IST EA. At the technical and policy levels much of this work is new. It involves many diverse interests setting long term direction and establishing investment priorities for all modes of transportation. The success of this planning will depend upon whether or not the strategies and actions are implemented and how effectively the use of planning-level information to make investment decisions is institutionalized throughout the departments of transportation. Based on experience from assisting six western states with statewide planning, management system development, and ISTEA implementation over the past two years, this presentation shows that to make this new planning meaningful it must be institutionalized. The presentation will report on work-in-progress to institutionalize The Texas Transportation Plan and to integrate TxDOT's ISTEA management systems. Texas. 3-119. Management System for Transport Infrastructure. Talvitie, Antti. (The World Bank). Presented to the Annual Meeting of the Transportation Research Board, Jan 1 995. 3-120. Management System Implementation: Crafting a Strategy. Hall, James P. (Illinois Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National 90

Section 3 - Management Systems - Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. Implementation issues are the most critical factors to address in developing a functional Transportation Information Management System. These ISSUQS include: Organizational culture, personnel, equipment and financial resources, turf battles, management styles, information resources, formal and informal Communication networks, and resistance to change. The effectiveness of any Transportation Information Management System is measured by its ability to supply information to meet the myriad of decision-making needs of individuals within and external to the organization. Implementation strategies must address information requirements at differing management levels, functional areas, and output criteria. The management system must also have the capability to adapt to changing organizational and management environments. This paper presents a strategy for Transportation Information Management System implementation. Crafting implies the adaptation of the management system concepts to the specific capabilities and requirements of the state Department of Transportation (DOT) or Metropolitan Planning Organization (MPO). Components include organizational analysis, information resourc identification, cost/benefit analysis and incremental development strategies." Quoted from the Introduction. 3-121. Management Systems: A Performance Based Planning Approach. Howard, Charles E. (Washington State Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 71993, Vanderbilt University, Nashville, Tennessee. In the development and implementation of the six management systems required by ISTEA, the State of Washington considered several important factors. Governance: Transportation facilities and services in Washington are provided by the state, cities, counties, transit agencies, private firms and others. Each of these jurisdictions makes investment decisions for the facilities and services which they own and operate. The implementation by the state of management systems which crossed jurisdictional lines raised important issues of governance and authority. Growth Management: Washington has a growth management law which requires local governments to develop comprehensive plans including a transportation element, and provides for the development of regional transportation plans. This local and regional planning takes a performance approach, requiring the setting of transportation standards, development of strategies, implementation of plans through programs, and performance monitoring. State Planning and Priority Programming: Washington state law requires the 91 development of a statewide multimodal transportation plan, and ties that plan to priority programming and performance monitoring. Given the above factors, Washington has developed its approach to ISTEA Management Systems. This approach recognizes management systems as a performance-based decision process with the steps of inventory, planning, programming, implementation, and monitoring. The Washington approach integrates management systems into existing decision processes, rather than treating them as external "add-on" steps that feed decision making. The Washington approach also respects transportation governance by not having jurisdictions where investment dec signs are actually being made. It is through this approach that management systems become useful parts of decision-making and not monstrous, bureaucratic and self-serving exercises. Washington. 3-122. Managing for Performance: The Role of the Citizen, the Technician and the CEO. Johnson, Christine M. (Parsons Brinckerhoffl. Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. Many state DOTs look at the ISTEA mandate to create various management systems with the paradigm of a technical information system or computer model -- a useful tool to provide information for the decision making process already in place. In many cases the assignments have been given to appropriate technical staff often in entirely separate divisions of either the MPO's or DOTs to 'come up with something' that will meet FHWA standards. Because of this paradigm and because the management systems deal with such disparate areas as pavement condition, safety, transit infrastructure and the efficiency of intermodal terminals, few organizations have dealt seriously with the organizational policy or technical implications of integrating these systems. As a former senior manager within a State DOT charged with insuring our organization's compliance with these programs, I will argue that the power of these systems lies in changing the decision-making structure from senior management down. Indeed, properly implemented and actually used by the senior executive and technical staff, these systems are the sword that will make the vision of ISTEA a reality." Quoted from beginning of remarks in conference proceedings. 3-123. A Manual of Regional Transportation Modeling Practice for Air Quality Analysis. Version 1.0. Hawey, G and E. Deakin. (Deakin, Hawey, Skabardonis, Inc., Berkeley, CA). Jul 1993. Recent changes in the context of transportation

Project Bibliography - NCHRP 8-32 (1 ) planning have increased the importance of regional transportation analysis methods. In particular, the Clean Air Act Amendments of 1990 set forth requirements for detailed planning and analysis which apply to many states and metropolitan areas. This Manual, prepared for the National Association of Regional Councils as part of NARC's Clean Air Project, was designed to help transportation planning agencies, including metropolitan planning organizations (MPOs), state departments of transportation, and other entities, respond to the issues raised in carrying out transportation modeling for air quality plannig efforts. The Manual reviews transportation modeling today, focusing primarily on travel demand forecasting as it is practiced by regional agencies, and suggests strategies for responding to specific analysis needs and for overcoming common problems. The emphasis is on identifying issues which MPOs should consider in reviewing their models, and on recommending sound options for addressing such issues in accordance with local objectives and resource availability. Several of the topics covered in the Manual are in a state of flux (e.g., analysis procedures for conformity determinations). As a result, the Manual is in loose leaf notebook format to facilitate periodic revisions and updates. The Manual is organized in five chapters, as follows: (1) Introduction; (2) The Emerging Context of MPO Analysis; (3) Current Analysis Practice; (4) Matching Analysis Tools with Analysis Needs; and (5) Looking to the Future. There are two appendices: (A) Glossary and (B) References. 3-124. Measuring Impacts of Transit Financing Policy In Geopolitical Context: The Montreal Case. Chapleau, Robert. (University of Montreal, Canada). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-125. Methods and Strategies for Transit Benefit Measurement. Horowitz, Alan J. and Edward Beimbom. (University of Wisconsin - Milwaukee). Dec 21 1 994. Benefit assessment is done to make decisions, and a general discussion is given of how to view benefits for that purpose. Benefit assessment practices from many agencies in the U. S. are described. Agencies are compared as to their reported benefits and their use of benefit measures in actual practice. The political environment surrounding transit decisions were found to have a major effect upon procedures that are adopted for benefit analysis. The paper also shows how consequences of transit can be illustrated through the use of a benefit tree. The benefit tree allows planners to show how transit service provides an alternative means of travel, results in changes of trip making by automobile and transit, affects land-use activity and leads to direct and indirect employment. 3-126. The Metropolitan Congestion Management System and Freight issues: A Structured Approach to Addressing Freight Issues In Regional Transportation Plan Development, Short-Range Programming and the Management Systems. Poorman, John P. (Capital District Transportation Committee, Albany, Not. Prepared for the Second Annual National Freight Planning Conference, Dec 1993. The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 introduces new requirements to structure the transportation planning process. These include requirements for a fiscally~onstrained plan and Transportation Improvement Program (TIP) and development of a series of management systems. Further, the ISTEA places increased demands upon states and Metropolitan Planning Organizations (MP0s) for outreach to and involvement of new participants in the decision process. The Capital District Transportation Committee (CDTC), as MPO for the metropolitan area surrounding Albany, Schenectady and Troy (NY), was well positioned to respond to the demands of the ISTEA. The local-state cooperative process was sufficiently healthy and technical procedures were sufficiently robust to allow CDTC to build quickly upon its success. Since passage of ISTEA, CDTC has significantly enhanced its outreach process, has put in place new structures for programming, has completed a ten-year plan and has launched an ambitious cooperative effort to develop a long-range transportation vision for the metropolitan area. A freight task force, along with eight other task forces, has been meeting regularly since June, 1993, to defme issues and long-range policy options for the region. In parallel, CDTC is working with the New York State Department of Transportation (NYSDOT) to determine the appropriate form and content for a Congestion Management System (CMS) for the metropolitan area. It is anticipated that the management systems (including the CMS) will provide a structure for data collection and interpretation; the plan vail focus on vision, principles, commitments and intentions; and, the programming process will focus on setting priorities among competing needs. The paper discusses the relationships among the CMS, the plan and the program and provides an initial outline of a metropolitan CMS. New York. 3-127. Mobile Source Emission Impacts of High Occupancy Vehicle Facilities. Knowles, William E. (Texas A&M University System, College Station, TX). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Techniques used to evaluate the potential emission 92

Section 3 - Management Systems reduction of HOV lanes are developing rapidly. It is important for nonattainment areas to have access to methodologies which can assess the potential emission reduction from high occupancy vehicle (HOV) facilities. The objective of this research was to verify and validate two methods which estimate the potential emission reduction of HOV facilities. These methods were the San Diego Association of Governments' (SAN DAG) TOM Tools and the U.S. Environmental Protection Agency sponsored System Applications International (SAI) procedure. The research focused on the Houston, Texas HOV network and adjacent mixed-use freeway lanes. Results obtained from the SANDAG and SAI methods are not consistent with the implementation of HOV facilities. Congestion and air quality benefits gained from HOV facilities are due to a shift from single occupant vehicle (SOY) work trips to HOV work trips which reduce the total number of vehicle work tnps. The mode shift was not represented by the methods. It was difficult to validate these methods based on actual emissions reductions because of the current state of technology and availability of emission data. Traffic characteristic data was used in lieu of the emission data because it was readily available and is fairly accurate. Both models failed validation because they were not able to accurately estimate the observed changes in travel characteristics due to the implementation of HOV facilities. Three recommendations were developed from this research. First, the SAI method showed the greatest potential for future use; however, it must be modified to account for HOVtnps by trip purpose. Second, traffic characteristic data is the best data source for model validation due to the current state of technology. Finally, more research is needed to determine the validity of methods which assess the potential emission reduction of HOV facilities. Texas. 3-128. Mobility and Air Quality. Moretti, Frank. (The Road Information Program, Washington, DC). Dec 1993. 3-129. Model Linkages and GIS Applications for Air QualIty Planning. Sathisan, Shashi K. and Jeffery J. Jensen. (University of Nevada, Las Vegas, NV). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. This paper documents the development of a Geographic Information System (GIS) based system to support evaluation of transportation policies related to air quality planning - specifically with respect to carbon monoxide (CO) concentrations. The system provides a mechanism to relate the travel demand modelling process with air quality analysis. A case study of the Las Vegas valley (hydrographic basin #212) is used to 93 demonstrate the development and application of the system. Since this area has been designated by the Environmental Protection Agency (EPA) to be in non-attainment of the National Ambient Air Quality Standards (NMQS) for CO, a State Implementation Plan (SIP) needs to be developed to identify a plan for attaining conformity with the NAMES. Transportation sources of emissions account for a vast majority (approximately 80%) of the CO emissions in the Las Vegas valley. Thus, the development of a SIP requires explicit consideration of travel demand, vehicular emissions and dispersion models. This paper documents the linking of tools and models required for this pu rose. These models and tools include TRANPLAN (a travel demand forecasting model), IMMOBILE (EPA's mobile source air pollution factors model), TRFCONV (a model to obtain gridded mobile source emissions), and the Urban Airshed Model, UAM (used for dispersion modelling to calculate concentrations of pollutants). The system facilitates linking these models and thus minimize duplication of resources especially pertaining to data requirements. Due to the powerful capabilities afforded by a GIS to manage, manipulate, analyze and display spatial data and due to the spatial nature of data required to support the analysis and modelling processes described above, a GIS environment was a logical choice for developing the model linkages. To take advantage of synergies with other transportation and land USE planning efforts in the region, ARC/INFO was the GIS program selected for implementing the system. The system permits evaluation of the impact or ffectiveness of polices ranging from land use planning/ zoning alternatives to travel demand management strategies on CO concentrations in the valley. Menu driven interfaces are developed to enhance the ease of use of the system. The paper also documents problems and issues encountered in developing the system. These include problems related to technology and concerns with institutional issues. Nevada. 3-130. Modeling the Effecit~reness of Congestion Management. Strategies on an hrea-WIde Basis. Cambridge Systematics, Inc. Cambridge, MA: Nov 1 993. 3-131. Modifying Trip Distribution Models to Amount for Trip Chaining. Ewing, Reid (FAU/FIU Center for Environmental & Urban Problems); Shi-Chiang U (Florida Department of Transportation), and Shih-Lung Shaw (Florida Atlantic University). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. As part of an effort to refine Florida's Standard Urban Transportation Model Structure (FSUTMS), the authors

Project Bibliography - NCHRP 8-32 (1 ) are analyzing household travel data from recent diary-based surveys in Palm Beach County, Tampa Bay,andMiami,Florida. Analyses show that nearly two-thirds of all trips made in Florida urban areas are part of multistep tours. Over a third of all trips are non-home-based. Home-based and non-home-based trip are necessarily linked to one another. Yet, FSUTMS and other standard four-step models treat home-based and non-home-based trips as independent. Attempts to develop 'dynamic and 'activity-based' travel models, accounting for linked trips, have not met with much success due to the complexity of the trip chaining proc6s. The state-of-the-art in this area, including European efforts, Oil be described for informational purposes. However, the focus of the present study is on the possibility of simple adjustments to the gravity model using Richardson and Young's concept of "linked-trip accessibility." The standard gravity model distributes trips in proportion to opportunities at alternative destination zones and interzonal friction factors (reflecting interzonal travel times). An alternative model might adjust the attraction term in the gravity model for the accessibility of destination zones to other activity sites. To evaluate this refinement, the choice of destination for surveyed trips is being modeled with logit analysis. Probability functions are being estimated for each home-based trip purpose in each of the three urban areas. Explanatory variables tested include the number of trip attractions for the particular trip purpose at the destination zone, the interzonal friction factor, and an accessibility index for non-home-based travel at the destination zone. Our expectation is that, controlling for other variables, travelers will be more likely to choose destinations which are accessible to other destinations, as this permits efficient trip chaining. Based on the level of significance of he accessibility term in the different logit equations, gravity model refinements will be recommended. Florida. 3-132. MPO Role in Development of Management Systems. Kirby, Ronald F. (Metropolitian Washington Council of Governments, Washington, DC). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "ISTEA has greatly expanded the number of active participants in the metropolitan planning process, and the number of technical and procedural requirements which must be met by Metropolitan Planning Organizations (MPOs). The new planning processes are evolving somewhat differently in different locations, depending on existing institutional arrangements and the nature of key policy challenges. The major new technical and procedural requirements facing MPOs are the need for long range plans to be consistent with revenue sources Reasonably expected to be made available'- and for consideration to be given to the 15 planning factors defined in ISTEA, including the six management systems. For non-attainment areas, demonstrating conformity of transportation plans and programs with air quality goals is also a major challenge. And, of course, other state and local goals and objectives must continue to be accommodated within the planning process. The MPO process typically involves a blending of various "top~own~ vision and policy goals with a variety of "bottom-up" implementing agencies and public interest and citizen organizations. Prior to ISTEA, relatively rigid earmarking of funding by mode and type of expenditure resulted in strong "bottom-up" influences on metropolitan plans from implementing agencies which had responsibility for administering particular funding sources. The new flexibility in ISTEA has provided more opportunity for "top-down" vision and policy goals to influence the types of "bottom-up" strategies proposed for inclusion in long range plans and funding programs." Quoted from conference proceedings. 3-133. Multi-Modal Transportation Management Strategies and IVHS. Bellomo, S. J.; A. Barkawi, and R. J. Fisher. Proceedings of the IVHS America 1992 Annual Meeting, Volume ll. Surface Transportation and the Information Age, May 17 1992, Newport Beach, California. Recognizing the need for multi-modal IVHS applications for mature systems, the Federal Highway Administration and the Federal Transit Administration have undertaken a project to address the multi-modal transportation management issue. The purpose of this paper is to overview some of the interim findings related to the project including: (1 ) project goals and objectives, (2) sample multi-modal IVHS scenarios, (3) evaluation criteria, and (4) project schedule. 3-134. Multimodal Project Evaluation: A Common Framework, Different Methods. Younger, Kristina E. Transportation Research Record 1429: Multimodal Potions Setting and Application of Geographic Information Systems. May 1994, Pp 24-29. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) provides unprecedented flexibility to metropolitan planning organizations (MPOs) in programming federal transportation funds for multimodal projects. With this flexibility comes the responsibility to analyze and select projects fairly within a practical process. The way in which the Capital District Transportation Committee (CDTC) in Albany, New York, approaches the programming process is 94

Section 3 examined and compared with the methodology used by the Metropolitan Transportation Commission (MTC) in the San Francisco Bay Area. The two approaches outline both screened projects for minimum requirements and then evaluate project merits. CDTC's methodology puts heavy emphasis of benef t/cost analysis but weighs qualitative factors before programming. MrC's approach negotiates merit criteria and retakes weights of those criteria before evaluating individual projects. The strengths, weaknesses, similarities, and differences in project selection methodology are discussed. A common framework for multimodal project selection is offered as a starting point for other MPOs struggling to respond to the opportunities resented by ISTEA. New York California. 3-135. Multimodal Transportation System Evaluation Process. Draft Report. Wisconsin Department of Transportation. (Madison, Wl). Jul 1994. Wisconsin. 3-136. MWCOG's Multi-Year Models Development Plan for Meeting ISTEA/CAAA Requirementsa Milone, Ronald J. (Metropolitan Washington Council of Governments, Washington, DC). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. The requirements imposed by ISTEA and CAM legislation on transportation demand models used in regional transportation and air quality planning studies have been particularly challenging in the Washington DC region, given that it spans portions of Virginia, Maryland, and the District of Columbia, it is classified as a serious ozone nonattainment area, and the transportation network includes a complex HOV and transit system. The Metropolitan Washington Council of Governments/Transportation Planning Board (MWCOG/TPB), the MPO of the Washington DC area, has had to address several issues before the implementation of model improvements could be set into motion, including improvements in current databases the need to garner local support from both member and non-member jurisdictions in, or near, the nonattainment area, the redesign of networks and zonal area systems, and the phasing schedule of new modeling techniques while satisfying the ongoing modeling needs of TIP, SIP, and LRP-related activities. With the oversight of the Travel Forecasting Subcommittee, a group comprised of MWCOO staff, local transportation agencies, consultants, and public interest groups, a multi-year models development plan has been established to comprehensively, and realistically, meet the new requirements, and to address many of the important peripheral issues associated with the development of a revised modes set. The plan has Management Systems been fashioned to address five basic needs: 1) short term improvements to the existing four-step model, 2) the development of an advanced four-step model, 3) research on advanced modeling approaches, 4) data collection, and 5) maintenance activities associated ninth modeling. This paper summarizes the evolution and present status of the models development plan including an overview of the past and present model structures, the identification and evaluation of needed improvements, and the effort to incorporate a substantial cordon expansion into the model development process. 3-137. New Modeling Techniques for Evaluation of Transportation Control Measures and Congestion Management Techniques. Pehike, L. O. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Paris, Jerry M., Editor; May 3 1993, Daytona Beach, Florida Under the new Intermodal Surface Transportation Efficiency Act (ISTEA) requirements, Federal funds may not be programmed for any highway or transit project that will result in a significant increase in carrying capacity for single occupant vehiciss unless the project is part of an approved Congestion Management System (CMS). The CMS has yet to be developed for the Boston region. Therefore, as part of the planning process for a major roadway improvement project already in the EIS preparation stage, a comprehensive assessment of the potential efficacy of various TDMITSM measures was required. Specifically, it was necessary to evaluate these measures in terms of their potential to seine as alternatives to an additional general purpose lane of roadway capacity. To this end, various techniques and procedures were developed to utilize both the regional UTPS travel demand model and a regional mode choice model as tools to comparatively evaluate the measures. Regional travel statistics, air quality impacts and corridor specific travel condition results were derived from model outputs and assessed. Specific measures were identified and designed for application within the context of the project. \larious changes to either the trip tables and/or networks were made to create surrogates of the roadway or tripmaking changes inherent in the assumed design parameters of each measure evaluated. The specific measures evaluated for this projectincluded: 1) Employer Based Transportation Management Organizations; 2) Public Transportation Improvements; 3) High Occupancy Vehicle-Lanes; and 4) Incident Management. Ramp Metering was also evaluated, but it was determined to be an inappropriate candidate for development of a model surrogate. The paper presents the process of developing and testing the various TD~UTSM measures and an evaluation of the results. The 95

Project Bibliography - NCHRP 8-32 (1 ) following steps are detailed: 1) Selection of appropriate measures within the project context; 2) Designing the physical and/or institutional parameters of the measur . and identifying the assumptions concerning applicability and potential success for each measure; 3) Developing specific model modifications and techniques for USE in the analysis; and 4) Interpretation of results. Massachusetts. 3-138. Non-Attainment Areas Speak: Present and Planned UPS Responses to the Transportation Requirements of the Clean Air Act of 1990. Hartgen, D. T.; W. E. Martin, and A. J. Reser. (North Carolina University, Charlotte, NC). Feb 28 1993. A survey of 98 ozone non-attainment metropolitan planning organizations (MPOs) was conducted in the fall of 1992, to determine actions being taken to address the Clean Air Act Amendments of 1990 (CAM). Of these, 62 cities responded. The survey dealt with general status of air quality planning, transportation planning efforts for CMA, expected future increases in effort and budget, and legal actions expected. Also reviewed were MPO roles in SIP revisions, TIP and TOM actions taken and planned and their impacts, changes in modeling procedures, and opinions about guidance and additional suggestions. Results are compared with 2 other recent surveys (by NARC and MSHTO) on similar topics. The study found that about 17% of MPO staff (338 persons) in non-attainment areas were being spent on CAM issues, while up to 50% of MPO staff effort was being spent in "severe" areas, less than 10% in "serious" and "moderate" areas. Annual funding of about $6.8 million, planned increase of $2.3 million, and about 51 new staff were also reported. About 80% of the MPOs reported that they have led or support roles in SIP reviews, and 35% said the TIP was being revised to reflect CAM issues. But the projected reduction in emissions caused by TIP revisions was only -0.8% to -1.77% (on average) of regional emissions (HC and CO). Commonly implemented actions included ridesharing, transit, and bicycle- pedestrian actions; popular planned actions included bicycle-pedestrian, enhanced l/M, transit, and employer-based trip reductions. Respondents expressed concern about the content, lack of clarity and timelines of guidance, and requested more information and training on the impacts of TCMs. about future cooperation with state and local air quality agencies in SIP development. Given the delay in issuing rules, the complexity of the analysis, lack of training, and low probable impacts of TCMs, the 1996 deadlines will be difficult to meet. North Carolina. 3-139. NOx Conformity and CMAa Funding: The Eligibility of Traffic Flow Improvements. Roper, Brian A. (HNTB Corporation, Indianapolis, IN) and Kathryn A. Stilp (HNTB Corporation, Milwaukee, Wl). Submitted to Transportation Planning Methods Applications Conference, Apr 17 199S, Seattle, Washington. 3-140. Ohio' Approach to Intermodal Management and Planning. Platt, John. (Ohio Department of Transportation). Presentation to Conference on Intermodalism: Making the Case, Making it Happen, Dec 7 1994, New Orleans, Louisiana. Ohio. 3-141. Optimization Techniques for Transportation Management. Wang, Kelvin C. P. (University of Arkansas, Fayetteville, AR). Submitted to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. Arkansas. 3-142. Oregon DOT's Implementation of Performance Measures. Holt, Caig. (Oregon Department of Transportation). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Oregon. 3-143. PAG Mobility Management Plan. Altenstadter, Jim. (Arizona Department of Transportation, Tucson, AZ). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. The Pima Association of Governments (PAG) began in June of 1992 to develop its Congestion Management System (CMS) in conformance with ISTEA requirements for urbanized areas over 200,000 population. The result of this study is the PAG Mobility Management Plan (MMP) for the Tucson, Arizona metropolitan area. The study included six elements: (a) defining a targeted transportation system, including both roadway and transit; (b) identifying system performance measures and objectives, including minimum service levels by facility and subarea types; (c) establishing an ongoing data collection and monitoring process, including roles and responsibilities of agencies; (d) developing procedures for evaluating mitigation measures over time, including an assessment of current roadway and transit deficiencies; (e) selecting candidate multi-modal congestion reduction strategies, including TSM and TOM measures along with estimates of their potential effectiveness; and Al proposing an implementation program, including annual and triennial tasks for on-going updates of the MNIP. In addition, steps were taken to involve implementing agencies and the public 96

Section 3 - Management Systems throughout the planning process. The study established links between congestion management strategies and air quality and land use monitoring and planning activities. Arizona. 3-144. Panel on Data Needs for Transportation Policy, Finance, and Evaluation. Data for Policy Use: The Impacts of ISTEA on Data Collection. Bloom, M. S. Transportation Data Needs: Programs for a New Era - Implications for State DOTs and MPOs, May271992,1rvine,California. Conference Proceedings Published in Transportation Research Circular 407, Washington, DC, April 1993, Pp 41~4. This conference presentation examined the impacts of the Intermodal Surface Transportation Efficiency Act (ISTEA) on data collection. It deals first with existing data collection systems, then continues with discussions of the National Highway System and the Surface Transportation Program. The multimodal focus of ISTEA is discussed. Other topics examined are the 1993 Conditions and Performance Report (including use of the Highway Economic Requirements System (HERS)), finance (including the Highway Performance Monitoring System (HPMS) and the Fiscal Management Information System (FMIS)), state/local data needs, and finally policy applications (today and future). 3-145. Panel on Environmental Issues and Implications for Data Collection Procedures: Transportation Data Implications of the Clean Air Act of 1990. Suhrbier, J. H. and G. Harvey. Transportation Data Needs: Programs for a New Era - Implications for State DOTS and MPOs, May 27 1992, Irvine, California. Proceedings Published in Transportation Research Circular 407; Apr 1993: Pp 14-15. In his conference presentation, Mr. Suhrbier presented overheads and commented on them (they appear as Attachment 2 in these proceedings). In addition to the overheads, Mr. Suhrbier emphasized that: (1 ) the Clean Air Act Amendments of 1990 (COCA) creates very significant analytical requirements that state DOTs and MPOs are not now well prepared to meet, (2) while not all of the CAM and EPA objectives ~11 be met, data/modeling improvements must occur--partially because of threatened/actual litigation, and (3) many Intermodal Surface Transportation Efficiency Act (ISTEA) objectives/provisions reinforce the datafanalytical demands of the CAM. Mr. Harvey made several points concerning data needs and the sampling of CMAIISTEA analysis needs. He concluded by outlining what conference participants should aim to do. 3-146. Panel on Management Systems: Implications for Data and Collection Procedures: Workshop Reports. LlJedecke, A. R. and G. Shunk. Transportation Data Needs: Programs for a New Era - Implications for State DOTS and MPOs, May 27 1992, Irvine, California Proceedings Published in Transportation Research Circular 407; Apr 1993: Pp 39~0. This workshop report summarizes the findings of the workshop on management systems for data and collection procedures. The workshop began with the realization that there are several management systems (ISTEA) that no one really knows exactly what they are, what they are going to be, or what the impacts are going to be. In determining responsibility, (states/M POs) the group realized that there was such a variety of relationships between states and MPOs (due to personnel constraints and funding constraints) that the bottom line is that it is a joint effort--a shared responsibility. The workshop tried to stay focused on data issues as opposed to the policy issues. The workshop recognized that it is necessary to get proper data that will fuel the operational administrative process and do it in a reliable way for decision makers that have to deal with the consequences. The workshop focused on three management systems in ISTEA-<ongestion, transit, and intermodalism. In addition, it focused on the National Highway System and on the Highway Performance Monitoring System. 3-147. Parking as an HOV Incentive: ~ Parking Pass, B. Cash in Your Car. Roach, William T.; Jeff Wang, and Pam Woo. (Department of Metropolitan Services, Seattle, WA). April 1992 - April 1994. The following abstract and paper covers two separate incentive parking programs under Parking As An HOV Incentive. Each parking program utilized existing parking faollties in a unique way as an incentive to reduce singIe-occupant vehicle trips to a worksite. Parking Pass. The Parking Pass demonstration was conducted by the Department of Metropolitan Services (Metro) with five major employers in downtown Seattle and a private parking operator. The goal was to test the effectiveness of offering four free or discount ($3) parking days per month to employees who purchase bus passes, and to evaluate the effectiveness of increasing bus pass use. Current demographic trends make it difficult for workers to commit to using an HOV mode 100% of the time. Work schedules, family commitments, and unanticipated emergencies complicate trips to and from work. Providing a limited number of SOV parking days for bus commuters provides insurance that they can drive if occasional errands come up. This makes the choice of whether to buy a bus pass more feasible for this type of commuter. The 1990 City of Seattle Employee Transportation Survey indicated approximately t 6% of SOV 97

~j~t Bibliography- NCHRP 8-32 commuters in the Seattle CBD have infrequent need to use their car. This group was the major target of the demonstration. This is also the hardest group to shift to HOV use. There was high interest in having the insurance of flexible parking days as indicated by significant shifts in commute: 9°/O of participants drove alone before the program and shifted to bus pass use; 27% of participants had a mixed commute before the program and shifted to bus pass use, 15% of existing bus riders paid their fare using cash or tickets and switched to bus passes during the program. Employees were very interested in this incentive as indicated by the number of participants, number of new bus pass holders, and employee feedback. It is an effective tool for encouraging HOV use particularly in areas where there is a charge for parking. B. Cash In Your Car. Cash In Your Car (CIYC) was a demonstration program conducted by the Department of Metropolitan Services (Metro) and threeprivate employers in King County, Washington. The goal was to test the effectiveness of offering the monthly cash value of a subsidized parking space to employees as an inducement to commute by a non-single occupant vehicle (SOY) mode. In return for receiving the cash, employees agreed to forgo using the paring spaces. Washington. 3-148. Pavement, Bridge, Safety and Congestion Management Systems: A Need for a Clear Federal Vision. Hyman, William A. Transportation Quarterly. 1 993. 3-149. Performance Based Planning for Multimodal Systems. Byrne, Grace E. (Henigar & Ray, Inc., Seattle, WA). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-150. Performance Evaluation of Florida's Transit Systems. Part 1: Trend Analysis 1984-1992. Final Report. Center for Urban Transportation Research, University of South Florida. (Tampa, FL). Mar 1994. Under contract with the Office of Public Transportation Operations, Department of Transportation, State of Florida, the Center for Urban Transportation Research (CUTR) has conducted a performance evaluation of Florida's fixed-route transit systems. This report is based on data from federally-required Section 15 reports, which are submitted to the Federal Transit Administration (FTA) for each fiscal year by systems receiving Section 9 funding. This report is one of two documents prepared as part of the performance evaluation project. In addition to this technical memorandum, a second technical memorandum was prepared. Florida. 3-151. Performance Measurement: Producing Results at the Oregon Department of Transportation. Wipper, Laura. (Oregon Department of Transportation, Salem, OR). Jul 1992. In July 1989, a pilot project was developed to implement Performance Measurement at the Oregon Department of Transportation (ODOT). This program quantifies measures of efficiency and effectiveness for work crews and the department as a whole and equates this data on a common scale. Performance Measurement represents a change in philosophy. Rather than monitoring individual activities, the program focuses on results. Four key factors in the accomplishment of results are tracked and the outcomes are communicated on a regular basis. Efficiency measures gauge the volume of production and, the cost while effectiveness measures track quality and customer satisfaction. This new focus has seen increasing success as the 27 ODOT Highway Division work crews (approximately one tenth of the total work force) participating in the pilot steadily improved productivity, culminating in savings amounting to $1.8 million over the last six months of 1991. The success of the pilot has lead to not only full implementation of the program at ODOT, but caught the eye of Oregon's Executive Department who mandated the program for all state agencies. Oregon. 3-152. Performance Measures for Congestion Management Systems. Lomax, Timothy J. (Texas A&M University System). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "The issue of performance measures for transportation systems has become more important with the passage of ISTEA, and the management systems included in the Act. This paper presents a short discussion of some of the important factors that should be considered before a system of performance measures is selected for congestion management systems. The intent of these remarks is to highlight the importance of the user, the audience and the use for the performance measures that are selected to evaluate transportation systems, and the programs and projects designed to improve mobility." Quoted from beginning of remarks in conference proceedings. 3-153. Performance Measures for Multimodal Transportation Systems. Pratt, Richard H. (Richard H. Pratt Consultants, Inc.) and Timothy J. Lomax (Texas Transportation Institute). 98

Section 3 - Management Systems Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-154. Performance Measures for Multimodal Transportation Systems. Pratt, Richard H. (Garrett Park, MD) and Timothy J. Lomax (Texas A&M University System, COIIQ9e Station, TX). Presented at the 73rd Annual Meeting of the Transportation Research Board, Jan 1994, Washington, DC. It is perhaps exaggeration, but not much, to say that transportation performance measurement is in a state of upheaval. This situation results in part from requirements of the federal Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990, and in part from forces that were underway before passage of the new legislation. The current state of flux is not caused by any profound inability of the traditional highway capacity oriented measures of the past four decades to perform the tasks they were designed for. Change is coming because the uses to which performance measures are being put have been broadened. The goals and objectives they are being paired with have been augmented or changed. A measure perfectly designed to gauge achievement of smooth vehicular flow is not necessarily going to be a good measure for assessing satisfaction of need for reasonable access to jobs, goods and services with the least social cost. It may not even be a good measure for gauging achievement of maximum person throughput under monetary or nght-of-way availability constraints. Jurisdictions that came in on the ground floor of multimodal analysis, congestion measurement and growth management find themselves in the forefront of discovering the limitations of traditional performance measures. Maryland found itself cobbling together an assortment of largely mode-specific indicators plus qualitative measures to allow simultaneous evaluation of highway and HOV improvements, fixed~uideway investments, and low-cost transit options when it performed a groundbreaking statewide multimodal systems analysis well in advance of ISTEA. California, which went the LeveI-of-Service performance measurement route in its pre-lSTEA Congestion Management Program (CMP), has encountered extensive and thoughtful criticism including the charge that end results may not be consistent with regional mobility and development goals. (2) Since the California CMP has also run afoul of air quality requirements,a study of how to minimize inconsistency between the California CMP and the Federal Clean Air Act has been legislatively mandated, specifically including examination of alternative performance standards. Flonda, a leader in growth management, has already concluded that undiscriminating reliance on roadway Level-of-Service measures has been driving the land development process in unwanted directions, including urban sprawl, and has revamped its regulations and transportation measurement requirements in hopes of rectifying the problem. 3-155. Plan Update. Congestion Management. System MobilIty 2010: The Regional Transportation Plan for North Central Texas. North Central Texas Council of Governments. Texas. 3-156. Planning and Managing Intermodal Transportation Systems: A Guide tolSTEA Requirements. Capelle, RUSSQII B., Jr. (Central Transportation Plannina Staff. Boston. MA). Washington, DC. U. Department of Transportation, Nov 1994, Publication No. DOT-T-95-03. "This guidebook is designed to be a hands-on, planner-friondly document that answers hard questions about Intermodal management system planning in practice. The guidebook is written from the perspective of the Commonwealth of Massachusetts' development of its statewide Intermodal management system work plan, which includes coordination with all the state's MPO. The guidebook has been written in the spring and summer of 1994, before the actual submission of the Massachusetts IMS work plan. Intermodalism, like beauty, is in the eye of the beholder. The word Intermodal means very different things to different people. Intermodal like a point in mathematics, may best remain undefined so other things can be defined using it as a basis. Some definitions are offered for discussion in this guidebook, but Massachusetts has not etched definitions in stone; rather it has kept the IMS process definitionally flexible, because intermodalism itself is a moving target on our scope of the future. The following subjects of interes to tMS planners are discussed in this guidebook: (1) ISTEA in perspective and important points in the December 1, 1993, Interim Final Rule; (2)Work plan structure and content; (3) IMS technical team and coordinating committee organization and composition; (4) Explanatory materials to provide the IMS technical team and coordinating committee; (5) Organization and implementation of a Freight Advisory Council to foster involvement of the private sector companies and organizations; and (6) Emphasis on "issue-based data" to structure IMS data needs and narrow the data search. One of the key elements of this guidebook is an emphasis on data sources and databases-particularly freight Intermodal ones--that are useful for "calibrating" the performance measures which an IMS team establishes." Quoted from the Executive Summary. 3-157. Planning for Urban Freight Movement In 99

Project Bibliography- NCHRP 8-32 (1) Congestion Management and Intermodal Management Systems. Czerniak, Robert J. (NOW MEXICO State University). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-158. A Practical Approach to Incorporate Trip Chaining In Urban Travel Models. Shiftan, Yoram. (Cambridge Systematics, Inc., Cambridge, MA). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Most urban travel models apply some variant of the traditional four-step modeling approach: trip generation, trip distribution, mode choice and trip assignment. The first three components are usually estimated and applied separately for several trip purposes, for example, home based work (HBW), home based other (HBO), and non home based (NHB). In reality a traveler may try to combine different trip purposes into one tour. In this case the number of trips, the number of destinations and their spatial distribution are all interrelated. The need to model trip chaining has been widely discussed in the travel demand literature, but new approaches have generally been limited to academic research. This study is a pioneering work to model trip chaining in an actual urban area model. The model is developed for BOISE, Idaho metropolitan area, an area untie a rapidly growing population. The model is based on a household survey of sixteen hundred households. An ideal trip chaining model includes full information on the chain of activities each person in the household is involved in throughout the day. This information includes time of day, duration, activity type, location, mode of travel, and travel time. Given the limited budget, the complexity and the pioneering nature of modeling trip chaining, some simplifications from the desired trip chaining model have been taken. The final Boise model estimates trip chains disregarding the time of day and the durations of different activities within the trip chain. Once the trip chains are estimated the tour is divided into its trip segments. Time of day analysis and assignment are performed using traditional methods. For this model a tour is defined as a sequence of trip segments that start at home and end at home. The model distinguishes between two main types of tours. A tour that includes one or more work destinations is defined as an HBW tour. All other tours are defined as HBO tours. A model system is being developed assuming the hierarchy of the model componets. Interactions between the components are presented by logsum variables from lower level models to higher level models and conditionally from higher level models to lower level models. The highest IOVQI model estimates auto ownership for the household. Based on auto ownership, the frequency of HBW tours is estimated, and based on the frequency of HBW tours, the frequency of HBO tours is modeled. These three model components produce the number of HBW and HBO tours for each household. All subsequent models are estimated at the tour level. Separate models are developed for HBW tours and for HBO tours. The work destination model is at the top of the hierarchy of the HBW model system. Conditionally on the work destination the tour type is modeled. This model determines the number of stops on the way to/from work and midday trips. The next model is the secondary destination choice. This modeldetermines nonwork destination choices. The same model is used to estimate the second and third destinations. A variable representing the additional travel time due to the destination being added to the tour as previously defined is used to determine the location of each added destination. The last component in the model system is the mode choice model. The HBO tour model is developed in the same way with some structural differences. The paper includes the estimation results of the model system and discussion of its application for travel forecasting in the Boise metropolitan area. Idaho. 3-159. Preparation of Travel Model Data for Input into the Mobile Emissions Model. de Rouville, Matthew M. (Baltimore Metropolitan Council, Baltimore, MD). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Maryland. 3-160. Problems in Airport ConformIty Determinations and Steps That Have Been Taken to Solve Them. Segal, Howard l\JI. (Federal Aviation Administration, Washington, DC). Draft Paper for 87th Annual Meeting of the Air and Waste Management Association, Jun 18 1994, Cincinnati, OH. This paper presents the results of the Federal Aviation Administration (FM) Environmental Impact Statement (EIS) air quality workshops that were held to identify, correct, and avoid last minute delays in making conformity determinations for airport improvement projects. These delays were caused by incomplete information in the EIS and the non involvement of key governmental agencies early in the EIS process. A project delay, which extended for over three months, occurred during the preparation of the EIS for the new Denver airport (DIA), where local air quality and transportation planning organizations had to conduct independent, city-~nde, air quality analyses. EIS workshops to address this project delay problem were held in Seattle, WA, Atlanta, GA, and Research Triangle Park, NC. What came out of the workshops was the realization that EIS air quality assessments are 100

Section 3 - Management Systems not the domain of one agency but involve the coordinated activity of State, Environmental Protection Agency (EPA), Council of Government, local air pollution control agency, and airport sponsor personnel. When representatives of these agencies were brought together at the workshops, they realized that they could work together effectively and early in the EIS process to solve many difficult problems. Consequently, airport consultants could receive broad-based yet unified instructions of what was required early in the EIS process to produce an EIS that would establish conformity ninth the State Implementation Plan. 3-161. Program Performance Versus Transit Performance: An Explanation of Ineffectiveness of Performance-Based TransH Subsidy Programs. Taylor, Brian D. (University of California, Los Angeles). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-162. Providing and Consuming Performance-Based Transportation: Privat+Sector View. Gallamore, Robert E. (Union Pacific Railroad). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-163. PTMS and IMS: Six Points for Consideration. Baird, Malcolm E. (Tennessee Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. "1) We should recognize that the DOTs and MPO's are not the center of the Intermodal universe. Intermodal decisions can and will be made with or without our involvement and with or without our IMS. 2) Within and among our own organizations, DOT'S, MPO'S, transit agencies, and local governments, we need to develop effective ways for crossing the barriers, formal and informal, that channel decisions only up ad down the chart. 3) Regardless of our intentions, whatever information is produced by the Management Systems ~11 be used (and misused) for many purposes other than input to the planning process. It seems inevitable that the information, even the rawest of data, will eventually be used (or misused) to influence levels of funding, the distribution of funds and even the eligible uses of funds. 4) Part of communicating accurately is to distinguish between statistics and true "performance measures." If the purpose of a public transit system is to provide access to jobs ... or to reduce congestion... or to promote a particular land use pattern, then we need to find ways to measure performance in those terms.... 5) The Management Systems need to work for small operators and rural areas as well as for the major operators and metropolitan areas. 6) Finally, we need to begin at the very practical beginning but also in the imaginative future, simultaneously." Quoted from conference proceedings. 3-164. Public Transportation Facilities and Equipment Management. Libberton, S. and D. Weeks. TR News 173. Jul 1994, Pp 30-31. The Public Transportation Facilities and Equipment Management System (PTMS) requirement of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) is one mechanism that states, metropolitan planning organizations, and transit operators can use to evaluate the condition of major transit capital assets for the purpose of determining statewide investment priorities. For many state departments of transportation, the monitoring and evaluation of transit capital assets will be a new responsibility. This article discusses the intent of PTMS, state requirements, and the benefits of PTMS. 3-165. Pushing Beyond Reasonable Limits? Interfacing Transportation and Air Quality Models. Suhrbier, J. H.; D. Reinke; E. Ruiter, and T. Rossi. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Fans, Jerry M., Editor; May 3 1993, Daytona Beach, Florida. After a decade of relative quiet, the analytical methodologies employed to support transportation air quality planning are being closely examined as a result of both the 1990 Clean Air Act and the 1991 Intermodal Surface Transportation Efficiency Act (ISTEA). With the initial base year mobile source emission inventories now complete and the real work of analyzing alternative control strategies still ahead, both transportation and air quality professionals are increasingly uneasy about the state~f-the-art of transportation air quality modeling. Considerable high~uality effort has been invested in the four-stage network analysis process, the Highway Performance Monitoring System (HPMS), and the MOBILES emissions model, yet important limitations still exist in interfacing these important analytical capabilities. Each was well designed for a specific purpose; each is now being extended beyond its original design intentions. Transportation variables affecting emissions are not necessarily the same ones that currently receive most emphasis in travel demand model systems. Rather than looking primarily at vehicle miles of travel as often was done in the past, emphasis is now being given to variables such as the number of trips, trip length, vehicle speed, engine operating mode, and even the length of time between vehicle trips. Current studies 101

Project Bibliography - NCHRP 8-32 (1) also are calling into question the validity of mobile source emission models and even the representativeness of the underlying Federal Test Procedure. Analysts indicate that actual emissions may be underestimated by a factor of two to three, if not higher. This paper first presents general observations concerning the analytical implications of the new Clean Air Act, and then describes examples of emerging analyticalpractices. Three basic questions are addressed: How good are current analytical capabilities? Can independently developed transportation and air quality models be successfully linked? What are the priorities for developing improved analytical capabilities? The overall conclusion is that while numerous incremental refinements are possible, a more fundamental rehabilitation of both transportation and emissions models is needed for the kinds of policies identified to be realistically evaluated. 3-1 66. Quantifying Congestion. Lomax, Timothy J. (Texas A&M University, College Station, TX)., In Progress; NCHRP Project 7-13. In recent years, congestion on streets and highways has grown to critical dimensions in many areas of the United States. This congestion has become a major problem and has many detrimental effects including lost time, higher fuel consumption, more vehicle emissions, increased acadent risk, and greater transportation costs. The concept of congestion as a serious problem has been embraced by the media, the public, policy makers, and transportation professionals. However, there is no consistent definition of congestion in terms of a single measure or set of measures that considers severity, duration, and spatial extent. Quantification of congestion on individual facilities, measurement of the rate of change of congestion within an area, and comparison of congestion severity between areas are very difficult. Accurate measures of congestion are needed for analytical purposes, such as system evaluation and improvement prioritization, and for use by policy makers and the public. The objective of this project is to develop a costoffeanve procedure for accurately and consistently measuring congestion on a roadway faality. Additionally, the procedure should provide methods to evaluate and compare highway system congestion on corridor, subarea, and regional bases and be sensitive to both recurring and inadent congestion. The procedure should generate measures that are useful and understandable to policymakers and the public. 3-167. Recognizing Uncertainty In the Transportation Planning Process. Mierzejewski, Edward A. (University of South Florida, Tampa, FL). 1995 Compendium of Technical Papers for the 65th Institute of Transportation Engineers Annual Meeting, Aug 5 1995, Denver, Colorado. Florida. 3-168. Regional Freight Network Intermodal Management System. Brady, John M. (Port Authority of New York & New Jersey, NOW York, NY). Submitted to Intermodal Planning Conference, Dee 7 1994, New Orleans, Louisiana. Hire a consultant to develop and assist in implementing a plan that identifies and coordinates a bi-state regional (New York-New Jersey metropolitan region) Intermodal freight network to improve regional freight movements. It is intended that the plan would serve as a model for other regions that might have the same multi-state Intermodal challenges, especially at state crossings. Emphasis is on regional connectivity, especially linkages such as Cross Bronx Expressway, HAS, etc. New York. 3-169. Regional Governance: Challenges of CAAA and ESTER Howitt, A. M. and A. A. Altshuler. TR NEWS 167. JUI 1 993, Pp 1 7-20. The Clean Air Act Amendments of 1990 (CA A) and the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) seek a major contribution from the surface transportation sector to achieve the nation's clean air standards. American government, however, has generally had great difficulty dealing with problems like air pollution that spill over the borders of many units of government. Recognizing this, CODA and ISTEA require greatly enhanced capacities for regional governance, historically the weakest component of the American federal system. To fulfill this mandate, daunting political and institutional challenges will have to be overcome. Whether this will occur depends on a process now ongoing in dozens of metropolitan areas. In examining these challenges, this article reviews lessons learned from earlier versions of the CAAA, some of the dilemmas of regional governance, the regulatory strategy of the CMA, and ISTEA's core financial support and institutional processes to accomplish the goals of the CAAA. Further discussion concerns the new challenges or regional governance, eliciting and managing participation in transportation policy-making and in program and project implementation, divergent goals of the CAM and ISTEA and how they can be reconciled, enhancing institutional capacity and collaboration, and the role of the transportation research community. Massachusetts. 3-170. A Report on Emission Trends In Selected U.S. Cities. Energy and Environmental Analysis, Inc. (Arlington, VA). Washington, DC. American Automobile Association, Sep 1994. i02

Section 3 - Management Systems A. While ground-level ozone continues to be a pervasive problem in many major U.S. cities, automobiles and light trucks are no longer the primary or even secondary cause of summertime ozone ~smog" in the 10 cities studied. 2. Available emission inventories submitted to U.S. EPA by states indicate that autos and light trucks currently represent less than one-third of the overall emissions that lead to the ozone problems in these aties, compared to other polluters. 3. Athough cars and light trucks continue to receive critical attention from the news media during ozone alerts, a more complete picture shows significant improvements in auto-related volatile organic compounds (VOCS) and nitrogen oxide (NOx) emissions over the past 35 years -- improvements unmatched by other sources of ozone -- with over a 90% reduction in VOCs and from 15% to 60% for NOx achieved by 2005, relative to 1970. 4. Analysis of local emission i nventon es f ram 1 970 to 1 996 projects t hat the role of stationary polluters in urban smog, such as refineries, manufacturing plants, and utilities has increased substantially at the same time that the role of the auto is declining. 5. Other mobile sources such as trucks, buses, planes, trains and other utility and off-road vehicles show similar emission increases in these cities at a time when auto emissions are heading downward. 6. In cities like Baltimore, Houston and Philadelphia, 80% to 90°/O of the VOC and 70°/O to 80% of the NOx emissions come from stationary and "other mobile" sources -- more than three times the VOCs and NOx from autos and light trucks. 7. In cities like Atlanta, Boston and Washington DC, 60% to 80% of the VOC and NOx emissions emanate equally from Other mobile sources" like buses and trucks and stationary sources -- more than twice the VOCs and NOx from autos and light trucks. 8. Continued tightening of Federal tailpipe emission standards, cuffing hydrocarbon and NOx levels by 96% and 76% respectively over the past 25 years, is the single largest reason for the improvemen in urban air quality -more than offsetting the growth in vehicle miles traveled (VMT) experienced in all 1 0 cities studied. 9. Programs such as new auto emission and light truck emission standards, periodic emission inspections and Reformulated Gasolines vail be extremely effective in reducing auto-related ozone problems after 1996. 10. Although continued efforts must be made to achieve healthful air quality, automobiles and light trucks should be treated in the future as just two of many ozone-related emission sources." Quoted from Key Findings. 3-171. Responsive Multimodal Transportation Management Strategies. BQIIOmO, S. J.; A. Barkawi; R. Fisher, and A. Sullivan. Transportation Engineering in a New Era, an International Conference, Mar 22 1992, Monterey, 103 California. Pp4. The Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the Clean Air Act Amendments (COCA) of 1991 pose new challenges to transportation engineers and planners to think creatively about how advanced technologies for transportation systems can be applied in various settings. Much of the work to date has been to apply these technologies to highway vehicles and infrastructure through ATMS, ATIS, and CVO. Recognizing the need to think about multimodal applications for advanced technology, FHWA and FTA have undertaken a project to address the multimodal transportation management issue. The broad goal of the project is to incorporate potential IVHS technologies into multimodal transportation management strategies. Scenanos will address typical conditions, special events, incidents, and air quality alerts. The project objectives are: 1) identify candidate real or semi-real time multi-modal transportation management scenarios; 2) determine their usefulness and feasibility; 3) develop additional innovative multimodal concepts that can be linked to IVHS technologies; 4) identify potential utility and cost of each scenario; and, 5) provide recommendations for additional research, development, and operational test activities. The idea of linking multi-modal systems management strategies to advanced IVHS technologies holds great promise as one of the elements referred to in ISTEA and CAAA. 3-172. A Results Oriented Intermodal Management System, a Panel Discussion, Joanne F. Casey, ATA Intermodal Council, Presiding. Harder, Frank R. (Intermodal Management, Inch; Carl Seiberlich (American President Lines, Ltd.~; James G. Cunningham (PTL Transportation Services), and John A. McQuaid (Intermodal Association of North America). Second Annual National Freight Planning Conference Report, Matthew Coogan, Editor; Dec 8 1993, Fort Lauderdale, Florida. Published February 1994. 3-173. A Review of Mobile Source Air Quality Practices in Florida. Wayson, Roger L. (University of Central Florida, Tampa, FL). Dec 1993. Florida. 3-174. Revised IMS PriorHy System Design. Draft Memorandum. Kuehn, Rick; Marcy Schwartz (CH2M HILL), and Lee Merkhofer (ADA). Jul 7 1995. Oregon. 3-175. Revised Measures for Assessing Major Investments: A Discussion Draft. Charles River Associates, Boston, MAU. S. Department of Transportation, Federal Transit

Project Bibliography - NCHRP 8-32 (1 ) Administration. Washington, DC: Sep 1994. 3-176. Roadway Level-of-Service Determination. Center for Urban Transportation Research, University of South Florida. (Tampa, FL). May 1991. Florida. 3-177. The Role of Level of Service Standards in Florida's Growth Management Goals. Bricka, S; S. Hendncks, and K. Williams. (University of South Florida, Center for Urban Transportation Research, Tampa, FL). Oct 1993. The Florida Legislature and the Governors Office directed the Center for Urban Transportation Research (CUTR) to undertake the State Transportation Policy Initiative (STPI). The purpose of this multi-phase study is to reevaluate the way transportation infrastructure and services are planned and developed at the state and local levels in Flonda and to formulate options for implementing requirements of the 1991 Intermodal Surface Transportation Efficiency Act. This report is one of a series of publications resulting from Phase I of the STPI. The purpose of the report is to document the issues surrounding the evaluation of roadway level of service (LOS) in Florida. It contains an historical overview of roadway LOS standards and measurements and their evolution in response to changes in Florida's growth management legislation. The first section concentrates on Florida Department of Transportation (FOOT) LOS standards and measures developed in response to the 1985 Growth Management Act and subsequent revisions. The second section focuses on innovative LOS measures, as developed by local governments in Florida. The third section presents changes anticipated as a result of the 1993 Florida legislative session. Florida. 3-178. Role of Performance-Based Measures in Allocating Funding for Transit Operations. Hartman, Ronald J. (Columbia, Maryland). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-179. The Role of Transportation Control Measures in Reducing Air Pollution: MPO Views. Reser, A. J.; D. T. Hartgen, and W. E. Martin. (North Carolina University, Charlotte, NC). May 1993. A sun/By of 98 Metropolitan Planning Organizations (MPOs) was conducted in the fall of 1992, to determine actions being taken to address the CIoan Air Act Amendments of 1990 (CAM). All ozone non-attainment and several attainment areas were asked to respond. Of these, 62 cities responded. The survey dealt with general tatus of air quality planning, transportation planning efforts for CAM, and MPO roles in SIP revisions. Also reviewed were TIP revisions to account for COMA, change in emissions, transportation and emission control measure actions taken and planned, opinions about guidance, and additional suggestions. Commonly implemented actions included ridesharing, transit, and bicycle-pedestnan actions; popular planned actions included bicycle-pedestnan, enhanced JIM, transit, and employer-based trip reductions. However, the expected reduction in air pollution from these actions was very small: less that 0.5°/O. Respondents expressed concern about the content, lack of clarity and timeliness of guidance, and requested more information and training on the impacts of TCMs. In 9 in-depth follow-up interviews, MPOs expressed a desire for TOM training and workshops, and a concern about lack of adequate information on TCMs, along with adequacy of the attainment schedule. Given the delay in issuing rules, the 1996 deadlines will be difficult to meet. North Carolina. 3-180. Santa Barbara Travel Model for Mobile Sources. Outwater, Maren. (KJS Associates, Inc.~. Presented to Transportation Planning Methods Applications Conference, Apr 17199S, Seattle, Washington. Santa Barbara County has undertaken a coordination effort between the travel demand forecasting and emissions modeling that is new to the community at large and is required by the recent federal and state legislation for clean air. This effort has resulted in an emission inventory that is based on estimates of on-road transportation data. This relationship between transportation and air quality will enable both communities to react to consistent forecasts, based upon the same set of assumptions. The travel model was developed using the SYSTEM 11 software package and state-of-the-art modeling techniques that meet accepted national and state standards for accuracy. These guidelines were provided, in part, by the Caltrans Travel Forecasting Guidelines. Additional attention was provided to improve the consistency and accuracy of on-road data such as speed, distance, and capacity, and of socioeconomic data such as households and employment. This paper evaluates the results and assumptions of the Santa Barbara Travel Model for the year 1990 with respect to the process for evaluation of travel demand models used in aur quality analysis. This process involves several validation exercises for travel demand models: trips by purpose and mode, non-household based trips (commercial truck, visitor, recreational, external), trip length by purpose, intrazonal trips, non-vehicular trips (walk, bike), mode choice, total trips, speed by time period, and vehicle-miles-traveled. The importance of the evaluation of travel models is to determine the appropriateness and precision of the travel activity data 104

Section 3 - Management Systems for use in air quality analysis. California. 3-181. Setting the Stage: Context for Exploring Market-Based Control Measures and Overview of June 1994 TRB Report. Wachs, Marty. (UCLA Graduate School of Architecture and Urban Planning). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. 3-182. Small City Account Program Workshop. State of Washington Transportation Improvement Board. Nov 1994. Washington. 3-183. Software for the Evaluation of TCMS and CMAQ Projects. Loudon, William R. and Deborah A. Dagang. (JHK & Associates, Emeryville, CA). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. The Clean Air Act Amendments require that certain nonattainment areas include transportation control measures (TCMS) in their effort to achieve the National Ambient Air Quality Standards (NMQS). A funding source for some nonattainment areas is the Congestion Mitigation/Air Quality (CM/AQ) program available as part of the Intermodal Surface Transportation Efficiency Act's (ISTEA) flexible funding approach to improving the nation's infrastructure. CMIAQ funds can be used on projects ranging from the timing of signal systems to building bicycle lanes, and TCMs can cover an even broader range of projects. The challenge facing many jurisdictions is how to compare very different types of projects for inclusion in transportation and air quality plans, such as Sl Ps, and for CM/AQ funding. This presentation reports on software tools that have been developed to evaluate and rank projects submitted for CM/AQ funding or other projects being considered for inclusion in the SIP as TCMS. Two models that have been developed by JHK & Associates, the CMIAQ Evaluation Model and TOM Tools (developed in conjunction with Sierra Research), are user-friendly models that are PC-based. Both of these models use reported experience, combined with location-specific data, as the basis for evaluating TCMs and provide estimates of travel impacts, emissions impacts and cost-effectweness. The CMJAQ Evaluation Model also includes a procedure for developing a project rating based on a number of criteria and weighting factors that reflect their relative importance. The criteria and weighting factors can be customized to reflect the priorities of a region. One or both of these tools have been used to evaluate TCMs in counties throughout California, the Denver metropolitan region, the Phoenix and Tucson regions, the Puget Sound (WA) region, Delaware, Texas, and many other regions throughout the country. 3-184. Start Modes of Trips for Mobile Source Emlesion Modeling. Venigalla, M. M. (EG&G Dynatrend, Cambridge, MA); T. Miller, and A. Chatterjee (University of Tennessee, Knoxville). Submitted to 1995 Transportation Research Board Meeting. An important determinant of vehicle emissions during a trip is the engine temperature at trip start. A trip start may be classified as a cold start or a hot start depending on the duration of engine shutoff period prior to starting the engine. Cold starts are usually associated with higher concentrations of carbon monoxide (CO) and hydrocarbons (HC) than the hot starts. Therefore, percent cold and hot start at trip origins are necessary inputs to the mobile source emission modeling process. The emission modeling process uses these start modes as direct inputs (EMFAC 7F) or as indirect inputs that would be used to determine portion of VMT in transient and stabilized operating modes (MOBILE 5A). This paper illustrates a methodology for determining the operating mode fractions at trip ends. Specifically, a comprehensive analysis of personal travel data available in Nationwide Passenger Transportation Survey (NPTS) data is performed for deriving start mode fractions at trip origins and operating mode fractions at trip destination points. Start mode fractions as cold starts and hot starts are derived for different trip purposes and for each hour of the day. It was observed that the trip purpose is the most important explanatory variable for variance in cold starts, followed by the temporal variables such as the time of day at which the trip is made. The size of an urban area and individual metropolitan statistical areas (MSA) are found to be the two most appropriate spatial variablesfor which aggregated start mode percentages may be derived. The start mode fractions derived from this methodology will be useful for a variety of mobile source emission modeling exercises. 3-185. State DOT Responsibilities for Transportation Management Systems and Statewide Transportation Planning. Overmeyer, Randall. (Anzona Department of T r a n s p 0 r t a t i 0 n ~ . I n t e 9 r a t i n 9 T r a n s p 0 r t a t i 0 n Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. 1 ) The primary responsibility of the states is to conduct comprehensive transportation planning resulting in a statewide long range transportation plan and the STIP. a) The seven management systems mandated in ISTEA (the original six plus traffic monitoring) may be viewed as databases for developing strategies to provide input into the statewide and metro area plas.... 105

Project Bibliography - NCHRP 8-32 (1 ) b) The management systems also should provide information and strategies to evaluate the performance of existing facilities and/or model the performance of future ones. 2) The ISTEA planning and management requirements are imposed on both the states and the MPOs. The specific responsibilities of the states may be considered not only by what steps and factors have been prescribed, but also by what steps must be taken by the responsible agenaes to coordinate their efforts in a way that has not been universally achieved prior to the current efforts. a) These coordination steps mandate cooperation with a number of other agencies besides MPOs. Within the boundaries of Anzona are twenty-two Indian tubes, each of which is a separate public agency we must work with, along ninth NlPOs, COGs, cities, towns and counties. b) These other agencies will probably look to the states to take the lead in developing and carrying out coordination outreach efforts. The twenty three planning factors which the proposed rules suggested states should con'sider, consist, at least in part, of coordination steps. In Arizona, we have added a couple. 3) Without full partnerships between state transportation departments, MPOs, and transit authorities or operators, it will be very difficult for any single agency to develop the management systems, especially Congestion Management and Intermodal. The public participation process developed for the statewide and metropolitan planning process should also be usable for the management systems as well. 4) Summarily, None of our agencies can hope to accomplish what we have to do to comply with ISTEA on our own. If we cannot uccessfully coordinate on plans and management systems, we cannot hope to coordinate intermodally. Our primary responsibility under ISTEA is to conduct comprehensive planning. Our primary responsibility to our partners is to take the lead in developing coordination systems which help us work together to get the job done. Arizona. 3-186. State Management Systems: Overview of ISTEA Requirements and Current Implementation. Ismart, D. TR News 173. Jul 1994, Pp 2, 4. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires the development and implementation by the states of the following six management systems: (1 ) Pavement Management System (PMS); (2) Bridge Management System (BMS); (3) Safety Management System (SMS); (4) Congestion Management System (C MS); (5) Public Transportation Facilities and Equipment Management System (PTMS); and (6) Intermodal Management System (IMS). In addition to the management systems, states are required to develop, establish, implement, and operate on a continuous basis a traffic-monitoring system(TMS). This article discusses: theInterimFinal Rule, issued jointly by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) to provide a common framework for all six management systems; the elements that should be included in each management system; and the states' progress on the implementation of the management systems. 3-187. State of the Practice: Transportation Data and Models for Air QualIty Emiselone. Hartgen, David T. (University of North Carolina, Charlotte, NC); Andrew J. Reser (Southwestern Regional Planning Commission, Pittsburgh, PA), and Walter E. Martin (University of North Carolina, Charlotte, NC). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. As part of IxICHRP project 25-7, a review is made of the modeling procedures and data used by MOPs to determine the air quality emissions impact of CAM conformity and other submittals. A total of 41 MPOs and 9 states were contacted. The survey focused on administrative procedures, traffic forecasting, speed post-processing, and emissions estimates. Conformity documents and Tips were also reviewed. The report finds a wide range of procedures in use, but most are variations of the UTPS process. About 11% of non-attainment MPO staff effort is going into air quality analysis, down from 18% in 1992. Very little use of speed feedback was documented, but most regions post-process speeds before estimating emissions. Regional projections of VMT growth are +10-30% over 10 years, but air pollution is expected to fall 15-30%; the difference between build and no-build was generally less than 1%. Numerous inconsistencies in scale, data sources, and error terms are found in the present process. The study concludes that while the UTPS process has allowed computation of air quality impacts of some transportation actions, it does so in an overly precise, disjointed, and cumbersome way. The full report also contains detailed tables, interview summaries, and a review of over 100 documents, mostly unpublished. 3-188. State of Washington Efforts to Advance the Pricing Concept. Cushman, King. (Puget Sound Regional Council). Presented to the Annual Meeting of the Transportation Research Board, Jan 1995. Washington. 3-t 89. State Survey of 7 Management Systems. Festin, Scott M. and Carrol E. Collins. (University of North Carolina at Charlotte, Charlotte, NC). Submitted to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. North Carolina. 106

Section 3 - Management Systems 3-t90. Status of Congestion Management System Development in North Carolina. Poole, Marion R. (North Carolina Department of Transportation). Integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. PA Task Force on Congestion Management in Project Planning has also been established within NCDOT. This Task Force is to determine how best to bring congestion management and IVHS technology into project planning and statewide highway corridor planning. other committee on ISTEA information management has been at work within the Department. Basic responsibilities of this committee include: (1 ) To determine the type information each of the ISTEA management systems require. (2) To determine particulars of the common data elements and analytical tasks that cut across two or more of the systems. (3) To determine if current efforts to address common and unique data needs are proceeding satisfactorily, and if not, what modifications should be made. (4) To determine methodologies that are available for managing data, and if these are not satisfactory, recommend changes and determine the anticipated cost. (5) To address the resources, time schedules, and requirements needed to meet deadlines required by ISTEA. In April, 1993, the State Highway Administrator established a State-MPO Congestion Management Task Force to assist in the development of the Congestion Management System for the State. There were a number of important items identified for this Task Force to accomplish." Quoted from beginning of remarks in conference proceedings. North Carolina. 3-191. The Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance. Federal Highway Administration. 1993, Publication No. FHWA-PL-93-01 7. 3-192. Study Design for California Intermodal Transportation Management System. Booze, Allen Hamilton. Jun 9 1993. Califomia. 3-193. A Summary of the Transportation Programs and Provisions of the Clean Air Act Amendments of 1990. Federal Highway Administration. (Washington, DC). 1992. To achieve the goals of the Clean Air Act Amendments of 1990 (CAM), State and local officials must first understand the requirements for transportation plans, programs, and projects. The Federal Highway Administration (FHWA) has prepared this brochure to explain in detail Title I of the CAM, and selected parts of Title 11. Technical terms are highlighted and defined throughout the brochure and, for easy reference, the terms are again defined in the glossary. The contents are organized as follows: Message from the Federal Highway Administrator (T.D. Larson); Overview; Title I Transportation Provisions for Attainment and Maintenance of the locational Ambiet Air Quality Standards ~ Transportation Provisions for Ozone, Carbon Monoxide, and Small Particulate Matter Nonattainment Areas, Conformity, Transportation Planning Procedures, and Sanctions; Title 11- Transportation Provisions for Mobile Source Emissions -- Vehicle Emissions Standards, Fuel Requirements, and Clean-Fuel and Vehicle Requirements; Conclusion; List of Contacts; and Glossary. 3-194. Support for Implementing the Clean Air Act Amendments for 1990. Apogee Research, Inc., In Progress; NCHRP Project 20-7, Task 60. In recent times, nothing has had the potential to impact the provision of transportation facilities and services like the Clean Air Act Amendments (CARLA) of 1990. To meet the challenge presented by the CAAA and to do their share in providing clean air, State DOTs need a common, comprehensive, overall plan to guide their actions. State DOTs want to strike a responsible balance among environmental, economic, and mobility needs. To accomplish this, they need to develop partnerships between public and private sectors and involved public interest groups. It is imperative that State DOT forces and other concerned personnel be provided with the most current.information on activities to implement the CAM. Decision makers, such as transportation chief administrative officers (CAOs), governors, and state and federal lawmakers and regulators, also need better and more complete information about the CMA and the role of transportation in the implementation of the CAM. The objective of this effort is to help the State DOTs implement the CAM by providing complete and accurate information and developing educational packages to show the DOTs how to use this information constructively. In the short term, information dissemination is probably the most timely and cost-effective action that will help the State DOTS. Because most of this information will come from areas that are new to the states practical guidance is needed. This project was initiated by the MSHTO Standing Committee on Environment. An advisory panel has been formed and Apogee Research, Inc. is under contract to perform the task of collecting and disseminating the information and developing the education package for the State DOTS. The contractor has developed a-Clean Air Act Amendments, Transportation Handbook," which 107

Project Bibliography - NCHRP 8-32 (1 ) contains information that will be helpful to state DOTs in responding to the CAM requirements. In addition educational packages have been developed that provide in depth assessments of the "New Environment" and "The Role of TCMS.". 3-195. Survey of Intermodal Roadway Pricing. Small, Ken (University of California-lrvine, Irvine, CA) and Tony Ibanez~omez (Harvard University, Cambridge, MA)., In Progress; NCHRP Project 20-5, Synthesis Topic 24-02. In view of the increased interest in international outreach, this synthesis will report on the state of the practice on congestion pricing and other user fees for road pricing, focusing on case studies from international experience that represent present and proposed applications that may be suitable to the U.S. The case studies will include the pricing objectives, implementation methods, equity and privacy issues, implementation costs, and intergovernmental coordination. A revised final draft is in preparation. 3-196. Sustainable Transportation: Developing A Framework for Policy Innovation. U.S. Department of Transportation, Volpe National Transportation Systems Center. Cambridge, MA: Dec 14 1993. The 1992 Rio de Janeiro Earth Summit and the White House's 1993 formation of the President's Council on Sustainable Development has sparked interest in sustainable development. How can sustainable development be meaningfully linked to transportation? The purpose of this one day workshop is to enhance the Department of Transportation's understanding of the meaning, dimensions, and likely policy implications of 'sustainability.' Attendees from the research community, industry, government, and stakeholder groups in transportation with diverse perspectives and interests will be invited to participate in a series of sessions designed to identify and discuss issues that may underlie new policy directions. Each round table will be moderated by a different discussion leader who will open with remarl<s designed to elicit comment and to facilitate the free exchange of ideas. The products of this event will be a series of white papers crafted around each round table session, a follow-up paper of issues identified and discussed, and a basis for a continuing dialogue for future workshops on transportation and its role in promoting strategic societal goals. The round table descriptions below are suggested approaches; participants should not feel constrained by them. The workshop intent is to provide a forum for creative and informal discussion. 3-197. TDM Program Implementation Evaluation. Ulberg, Cy (University of Washington) and Craig Poulenez-Donovan (Keane College). Presented to the Annual Meeting of the Transportation Research Board, Jan 1 995. 3-198. The Tragedy of the Concrete Commons: Defining Traffic Congestion 8S a Public Problem. Coughlin, Joseph- F. (EG&G Dynatrend, Cambndge, MA). 1993. 3-199. Transferable EstImation Techniques for Assessing the Emissions and VMT Reductions from Transit Related Transportation Control Measures. Lee, R.; J. A. Monarty; F. C. Dock, and C. A. fish. 4th National Conference on Transportation Planning Methods Applications, A Compendium of Papers, Volumes I and 11, Paris, Jerry FJI., Editor; May 3 1993, Daytona Beach, Florida. The Regional Transportation Authority (RTA) of Northeastern Illinois entered into a contract with Barton-Aschman Associates, Inc., in association with Cambridge Systematics and Beata Welsh to develop the analytical techniques and provide the software and training for analysis of a range of transit related transportation control measures (TCMs). The purpose of the project was to develop transferable and "technically defensible" estimation techniques (models) for assessing the emissions and VMT reductions of a variety of transit related TCMs. These microcomputer based estimation techniques will be used to analyze proposed TOM projects for inclusion in the mobile source component of the State Implementation Plan (SIP). These modeling techniques were also seen as a means to evaluate projects for funding under the Congestion Mitigation and Air Quality program of the Intermodal Surface Transportation Efficiency Act. This project was undertaken to provide a means to assess the air quality impacts of transit projects. Many of the project types identified in the U.S. EPA TOM guidance are not amenable to analysis by regional air quality and travel demand models. There was a need to develop an analytical tool that could address transit projects that were short-range or operational in nature. The RTA, as the agency charged with providing comprehensive planning for the region's transit system, is taking a lead role in developing the transit related TCMs for the Chicago region's mobile source component of the SIP. A Transit TCAd Technical Committee was established to identify projects for analysis, coordinate data collection and review the consultant's products. The committee was composed of staff from the RTA, its Service Boards: The Chicago Transit Authority, Metra, the commuter rail division, and Pace, the suburban bus division; the Illinois Environmental Protection Agency; the Illinois Department of Transportation; and the Chicago Area Transportation Study, the region's metropolitan planning organization. This ineragency approach was important to developing a methodology 108

Section 3- Management Systems that would be useful to the region's transit, air quality and transportation planning agencies. One of the goals of the project was to share results, methodology and software with the Service Boards Illinois. 3-200. Transit Corridor Evaluation: A Guide From a Trade Logistics Management Perspective. Rebelo, J. and S. Thomas. Transportation Research Record 1-333. 1992, Pp 36~4. A methodology to evaluate transt corridors from a trade logistics management perspective is proposed. The approach is based on the authors' extensive experience with transit corridors throughout the world and, more recently, on a major effort recently completed by the World Bank to study transit corridors linking landlocked countries (LLCs) to the sea in West Africa. The need to quantify the overall benefits and costs to each of the countnes involved is suggested taking into account factors that, at first sight, may not seem directly related to the actual flow of goods but that are perceived by both shippers and freight forwarders to be major determinants in the choice of one corridor over another. Such exogenous factors include but are not limited to the trucking allocation agreements (Q.9., the one-third/two-thirds rule) between LLCs and transit countries, the maritime shipping cad es (e.g., the UNCTAD 40/40/20 Code of Conduct), customs procedures, freight forwarding fees, and storage policies. Proper quantification of net benefits or costs for each of the countries involved in the transit movement is probably the first step for serious negotiations of transit policies, customs, and trade facilitation procedures between the governments involved. The periodic estimation of those benefits and costs may also serve as a deterrent to unilateral decisions by customs and transport ministries to alter facilitation procedures without proper assessment of the economic and financial impact of those changes on their countries and their imposers or exporters. 3-201. Transportation Action Guide: Fair and Sustainable Mobility in the 1990's. Kennedy, R. and S. C. Stuart. (Environmental Defense Fund, New York, NY and Wisconsin's Environmental Decade, Madison, Wl). 1993. This booklet has been written as a guide to action for those seeking to create a sustainable and fair transportation future in their own locality and state. Chapter 1, Fast Facts: What about the Environment and Equal Access?, examines the following: motor vehicle emissions (tropospheric ozone, global warming, acid rain, haze, and carbon monoxide); how motor vehicles control the landscape (the demise of our Sties, habitat destruction, and urban runoffs; and the frequently unmentioned costs of driving. Chapter 2, The Clean Air Act (CAA): How Does It Work?, discusses the requirements of the CM and the 1990 CAA Amendments, the National Ambient Air Quality Standards (NAMES), state air quality implementation plans (SlPs), transportation control measures, the five classes of ozone nonattainment, carbon monoxide nonattainment, PM-10 (particulate matter smaller than 10 micrometers), other clean air actions, CM conformity, and EPA sanctions. Chapter 3, ISTEA: NOW Funds, New Planning Requirements, looks at the funding opportunities and planning requirements in the Intermodal Surface Transportation Efficiency Act of 1991. Chapter 4, How to Fix It? Fair and Sustainable, Transportation Toolbox, examines the tools available for reducing vehicle miles traveled and trips, which include market-based transportation priding; light rail, heavy rail, and in between; bikes; buses; demand management; adjustments to motor vehicles to reduce their emissions and fuel consumption; improved fuels; and land use and urban design reforms that reduce the demand for private motor vehicle transportation. Chapter 5, Who Does What? City Councils, MPOs, Legislatures, explains how citizens tired of more business as usual can exercise countervailing pressures on local and state officials. Four Appendices are included: (A) Model Sustainable Planning Policy; (B) Clean Air and ISTEA Calendar; (C) Resources to Read and Bibliography; and (D) Resource Organizations to Call. Also included is a brief index that defines frequently used acronyms ad provides selected referenced text listings. 3-202. TransportationJAir Modeling and Conformity Strategy for the San Joaquin Valley Air Basin. Dowling, Richard; Robert reson; Barbara Austin, and Matthew Boyer. (Dowling Associates, Oakland, CA). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Califomia. 3-203. Transportation and Air Quality Planning Guidelines. Environmental Protection Agency. (Washington, DC). Jul 1992. The 1992 Transportation and Air Quality Planning Guidelines are provided in response to Section 1 08(e) of the Clean Air Act, as amended November 15, 1990. The document provides guidelines and guidance to State and local government officials to assist them in planning for transportation related emissions reductions that will contribute to the attainment and maintenance of the national ambient air quality standards (NMQS) for ozone, carbon monoxide and particulate matter. Chapter 1 provides an overview and summary of: the transportation related provisions of the Clean Air Act Amendments of 1990 (CMA), the air quality planning 109

Project Bibliography - NCHRP 8-32 (1 ) process, the transportation planning process, and an overview of the document. Chapter 2 addresses many of the considerations involved in the planning process including: development of planning procedures, critical questions that need to be considered in the planning process, funding, and public participation. Chapter 3 provides examples of draft planning procedures proposed by two States and an example memorandum of understanding from the State of Michigan pursuant to Section 174 of the CAM. This memorandum assigns joint responsibilities between the State and the MPO for planning purposes. Appendix A includes a list of abbreviations used throughout the text. Appendix B includes an annotated list of references. Appendix C includes relevant sections of the CMA. Appendix D includes relevant sections of transportation laws. Appendix E includes an expanded summary of transportation related provisions of the CMA. Appendix F includes a summary table with the State submittals and actions required by the Act. Appendix G contains selected portions of the Intermodal Surface Transportation Efficiency Act of 1991. 3-204. Transportation Conformity and Demand Management: Vital Strategies for Clean Air Attainment. Replogle, M. (Environmental Defense Fund, Washington, DC). Apr 30 1993. This report discusses key issues related to the effect of the Clean Air Act Amendments of 1990 on transportation planning and policy in American metropolitan areas. The transportation conformity provisions of this Act were intended to ensure that transportation system investments and policies contribute to healthful air quality attainment. This will require significant changes in the strategies used by most states and local governments to reduce mobile source air pollution emissions. Strategies which speed up traffic by expanding cap amity may lead to short term improvements in air quality, but typically contribute to long term air quality degradation by stimulating suburban sprawl and increased automobile travel. A new strategic focus is needed to ensure long term attainment and maintenance of healthful air quality. This will emphasize travel demand management to limit growth in vehicle miles of travel and number of automobile trips, increasing accessibility rather than mobility, and enhancing the freedom of Americans to meet their daily activity needs without forced dependence on the automobile. This report discusses demand management strategies which can enable state and local governments to meet the requirements of the Clean Air Act and ensure both productive and more livable communities. By eliminating hidden subsidies to the automobile, putting motor vehicle use on a "pay-as-you-go" principle, and applying advanced information technologies such as "smart cards" for automated toll and parking fee collection, market forces can be reintroduced into transportation to ensure more efficient consumer choice and infrastructure financing. Similarly, growth of housing and employment can be steered into more efficient patterns by eliminating hidden subsidies which encourage sprawl and by state and regional coordination of growth management to meet air quality and other goals. Combinedwith efforts to create more pedestrian and bicycle friendly communities, strategic investment in rail and bus services on reserve rights~f-way to connect suburban centers to each other, removal of regulatory barriers which limit taxi and other paratransit services, and the substitution of communications and information systems for transportation where feasible, major reductions in travel demand and emissions can be achieved in coming years. Together these demand management strategies could produce reductions in mobile source emissions on the order of 2.5% or more a year between now and 2010, meeting CIoan Air Act conformity requirements. 3-205. Transportation Control Measure Analysis Tools. Crawford, Jason A. (Texas A & M University System, College Station, TX). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. 3-206. Transportation Control Measure (TCM) Development Program for the Central Puget Sound Region: A Case Study for Regional Air Quality Planning. Roach, Nick (Puget Sound Regional Council, Seattle, WA); Cathy Stromborn (Parsons Brinckerhoff, Seattle, WA), and Bob Dulla (Sierra Research, Sacramento, CA). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Washington. 3-207. Transportation Demand Management: Case Studies of Medium-Sized Employers. Rutherford, G. Scott; Shauna 1. Badgett; John M. Ishimaru, and Stephanie MacLachlan. (University of Washington, Seattle, WA). Transportation Research Board 73rd Annual Meeting, Jan 9 1993, Washington, DC. In this report the authors explore the effects of various Transportation Demand Management (TOM) strategies on single occupancy vehicle (SOY) mode split. They describe 19 TOM programs implemented by medium-sized employers (100 to 450 employees) in several areas of the western United States. 3-208. Transportation Demand Management Planning in a Moderate Non-Attainment Area. 1 10

Section 3 - Management Systems Hosek, Jon. (Northeast Ohio Areawide Coordinating Agency, Cleveland, OH). Submitted to Transportation Planning Methods Applications Conference, Apr 17 199S, Seattle, Washington. Ohio. 3-209. Transportation Demand Management: Promise or Panacea? Giuliano, Genevieve. Joumal of the Amencan Planning Association. Summer 1992, Vol. 58, No. 3. Traffic connection has become a major public policy issue in U.S. metropolitan areas. Several recent opinion surveys show that urban residents rank traffic at the top of the list of problems facing their community (Cewero 1988; Berry 1988; Public Policy Research Organization 1989), and congestion is a frequent topic in the popular press. Faced with inadequate financial resources for major transportation system improvements, and often with no consensus regarding the appropriate mix of new infrastructure, yet expected to "do something," public decision makers are increasingly turning toward strategies that attempt to control or reduce congestion by managing travel demand. Most recently, air quality concerns have intensified efforts to control travel demand, Transportation demand management (TDM) focuses on reducing peak period traffic by such strategies as shifting solo drivers to carpools or transit, shifting work schedules away from traditional peak hours, and allowing more employees to work at home. This paper uses case studies of three major TDM efforts to evaluate the technique's potential effectiveness in mitigating traffic congestion, or more precisely, in promoting behavioral change among peak period commuters that would lead to reduced traffic congestion. These case studies show that TDM has had only a small impact on traffic, but has had a significant impact on workers and their households. The case studies also demonstrate the conditions under which travel behavior is most likely to change and illustrate both the direct and indirect effects of these changes. Although TDM measures have become increasingly popular among decision makers, research is limited on the effectiveness of TDM as a congestion mitigation strategy and on the impact of these strategies on workers and their families. - 3-210. Transportation Management Systems: The Key to Efficiency. Kane, A. R. Pacific Rim Transtech Conference Proceedings. Volumes. American Socetyof Civil Engineers Third International Conference on Applications of Advanced Technologies in Transportation Engineering, Carr, W. P., Editor; Jul 25 1993, Seattle, Washington. Pp 50-56. The need is noted for the management of current transportation systems as cost effectively as possible, and invest efficiently in new capacity to satisfy long-run requirements. The federal mandate contained in the Intermodal Surface Transportation Efficiency Act is discussed. The proposed regulations to address congestion, intermodal and public transit systems have certain common requirements: define system scope; develop performance measures; create data bases; identify and evaluate alternative strategies; develop an implementation mechanism; and provide feedbackJevaluation on implemented actions. Each of these areas is discussed in some detail in this paper. 3-211. Transportation Service Standard - -As if People MaUer. Ewing, R. Transporta~don Research Record 1400. 1993, Pp 10-17. The land use-transportation system is just that~a system--but it is seldom planned or managed as such. Instead, roads are viewed in isolation, and system performance is measured by levels of service on individual roadways. Operating speed becomes the essential element in transportation planning. The emphasis on speed encourages excess travel and contributes to urban sprawl, undermining Society's environmental, energy, and growth management goals. In Florida and Washington State, the search is on for better ways to measure transportation system performance. Adding impetus is the neotraditional planning movement, which has rejected speed as the ultimate measure of performance but only hinted at what might replace it. A paradigm shift in performance measurement--from speed to personal mobility, accessibility, livability, and sustainability--is argued. Alternative performance measures used around the United States are identified and assessed preGminanty. Growth management systems of the future will almost certainly rely on multiple measures, not discarding speed but giving weight to other considerations as well. Flonda. 3-212. Transportation System Management: A Hlghway-Tre-.sh Case Study. Sierakowski. M~ R. and J. T. Jarzab. Operadons R9VIQW. Fall 1gg2, 9~1), Pp 5-9. This artcie describes how highway facilities and transit operations may be combined in a cost-effective way. The Illinois State Toll Highway Authonty and Pace, the Suburban Bus Division of he Regional Transportation Authority, instituted a modest transportation system management project in cooperation with the Chicago Transit Authority and the Village of Rosemont. The project gives Pace express buses direct access from the Northwest Tollway to the CTA's River Road rapid transit station, reducing service running time and improvingservicereliabilty.Thearticledescribesthe projects background, and its benefits, and outlines the potential use of this project as a prototype for future

Pro ject Bibliography - NCHRP 8-32 (1 ) intermodal activities. Illinois. 3-213. Travel Time Needs of the Congestion Management System. Gallagher, James and Efi Pagitsas. (Central Transportation Planning Staff, Boston, MA). Presented to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. The passage of ISTEA and the Clean Air Act is leading to dramatic shifts in the way transportation planning is earned out in this country. The process must now be more inclusive, both of modes and of participants. This in turn is accelerating the process of change already taking place within the transportation profession. One are where the changes will be dramatic is in the collection and use of data. New types of data Gil be needed to respond to the multimodal questions new rising from the planning process. These new data needs w11 change the way we collect data, will impact the level of resources devoted to this effort, and will threaten the voracity of all subsequent actions if the data collected are not sufficiently robust. This paper is an attempt to investigate some of these issues within the context of the Massachusetts Congestion Management System (CMS). The Massachusetts CMS might more properly be considered a Mobility Management System, which has set its goal the satisfaction of the mobility needs of all Massachusetts citizens, rather than simply the reduction of congestion on highways and arterials. This required that a wide variety of demand management and land use strategies be considered for mobility enhancement, in addition to traditional roadway and transit options. Travel time measured in a variety of forms, has been identified as a variable which has the ability to express many of these mobility goals of the Massachusetts CMS. Perhaps not coincidentally, a wealth of travel time data has been collected in the Boston metropolitan area in the past year. A comprehensive survey of the travel and delay has been carried out using floating car techniques in the spring and fall of 1994. Eastern Massachusetts in the summer of 1993 was also one of the three sites nationwide where the automatic matching of videotaped license plates was tested as a means of collecting travel time data - a large sample of travel time information is available here for a few corndors. finally, data on spot speed is collected annually as part of the HPMS program. This available data will be used to answer a variety of questions. Can the average values and small sample sizes of the traditional travel time studies provide useful information for identifying congestion problems and successful solutions? In particular, are these results sensitive enough to detect differences in solutions where the improvements might be 5 MPH or less? If data rich but expensive techniques such as license plate matching are needed, are there solutions to reduce the cost? Can spot speed information answer the same questions as travel times? Are improved travel demand models calibrated to these variables able to provide needed forecasts? And how important are seasonal, daily, and hourly variations in travel time for answering policy questions? Our preliminary investigation of these questions is presented in this paper. The answers found will, we hope, provide some guidance on the best practices to follow in travel time datacollection, and of the confidence we can have in the use of travel time as a predictor of CMS strategies impacts. Massachusetts. 3-214. Trends In Ambient Air Quality: How Clean in the Air? Shiftan, Yoram and John Suhrbier. (Cambridge Systematics, Inc., Cambridge, MA). Submitted to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. 3-215. Urban Transportation: Reducing Vehicle Emissions with Transportation Control Measures. General Accounting Office. (Washington, DC). Aug 1993. In this report, the General Accounting Office (GAO) (1) reviews evidence on the effectiveness of transportation control measures (TCMs) in reducing pollution and (2) assesses the prospects for implementing TCMs in areas that have not attained federal air qual ty standards for ozone and carbon monoxide (CO). To meet these objectives, among other things, GAO conducted a nationwide survey of 1 19 metropolitan planning organizations (MPOs) in ozone and CO nonattainment areas. Briefly, GAO found the following: The traditional TCMs listed in the Clean Air Act Amendments of 1990 (COCA) are projected to reduce regionwide hydrocarbon and CO emissions from 0 to 5% of total emissions. A strong consensus was found among transportation planners that TCMs are complementary programs that will supplement improvements in emissions technology, cleaner fuel, and vehicle inspection and maintenance programs. TCMs will play a growing role in transportation planning. The Intermodal Surface Transportation Efficiency Act (ISTEA) and CAM contain funding and enforcement provisions that will encourage states to emphasize TCMs in the future. 56% of the surveyed MPOs stated that TCMs would receive strong emphasis in their transportation programs in the next 5 years (1993-98~. Only 8% reported that TCMs had received strong emphasis in their programs during the last 5 years (1987-92~. 3-216. Using a Data Model in Systems Development. Smith, Kelly L. (CASEware Technology, Ogden, LIT). ~2

Section 3 - Management Systems integrating Transportation Management Systems into Transportation Planning and Operations National Conference Proceedings, Nov 7 1993, Vanderbilt University, Nashville, Tennessee. One of the best methods of managing complex environments, is by utilizing the concepts of modeling. The use of modeling has been successfully applied in the manufacturing industry through the use of Computer Aided Design and Computer Aided Manufacturing (CAD/CAM). CAD/CAM is used to develop graphical representation of target products. This same concept is directly applicable to Information Systems through Data Modeling with the use of Computer Aided Software Engineering (CASE) tools. This presentation will address how a Data Model reflects the business rules and constraints in a manner that can be easily and permanently maintained. An overview of how (CASE) tools are used to enhance overall quality and productivity through the utilization of models will be discussed. Mr. Smith will explain how Data Modeling can streamline the process of developing or purchasing software. He will demonstrate how Data Modeling can achieve consistency in systems development and integration for future software projects. 3-217. Using Influence Diagrams in Multiattribute Utility Analysis - Improving Effectiveness through Improving Communication. Merkhofer, MIlQY W. (Applied Decision Analysis, Inc., Menlo Park, CA). Influence Diagrams for Decision Analysis, Inference and Prediction, May 9 t911, Engineering Systems Research Center, University of California, Berkeley, CA. 3-218. 'Way to Go" TMP - Northeast Ohio. Sabath, Timothy D. and Bryan T. Groden. (Northeast Ohio Areawide Coordinating Agency). Submitted to Transportation Planning Methods Applications Conference, Apr 17 1995, Seattle, Washington. Ohio. 3-219. What Has Happened to Carpooling: Trends in North Carolina, 1980 to 1990. Hartgen, D. T. and K. C. Bullard. Transportation Research Record. 1993, Pp 50-59. County-level trends in mode to work, particularly carpooling, for all of North Carolina's counties from 1980 to 1 990 are explored. Using 1990 census information, statistics are computed on the extent and relative levels of carpooling. These data are related to changes in demographics, geography, and accessibility. It was found that as a share of work travel, and in absolute numbers, carpooling has declined precipitously in the vast majority of North Carolina's 100 counties in the last 10 years. Overall, carpooling dropped by 122,608 workers--more than 32%--whereas totalcommutingincreased24.4°/O. Of all the counties, only one registered a slight increase in carpooling during the decade. Carpooling was found to be highest--more than 25°/O--in counties that are rural and isolated but within long~istance commutes of major metropolitan areas, including areas outside of the state. Carpooling was found to be lowest in major metropolitan counties and their immediate surrounding suburban counties. Per capita income levels and average travel time were found to be the highest correlates of carpooling: carpooling was found to have declined most rapidly in first-tier suburban counties that have increased greatly in accessibility and in per capita income in the last decade. Declines in carpooling have shown up as single-occupant automobile drivers rather than in public transit or other modes. It is concluded that present programs to encourage carpooling are misdirected, focusing on urban and suburban markets where carpooling is relatively low and ignoring longer~istance rural isolated marketswhere carpooling is much higher. A restructuring of carpooling programs to better fit the underlying needs of carpoolers, which are driven not by commuting costs but by long~istance job economics, is recommended. North Carolina. 3-220. What We're Learning in Developing and Implementing Our Congestion and Intermodal Management Systems. Altenstadter, Jim. (Anzona Department of Transportation, Tucson, AZ). Submitted to Transportation Planning Methods Applications Conference, Apr 171995, Seattle, Washington. ~3

Next: Section 4- Public Participation »
Innovative Practices for Multimodal Planning for Freight and Passengers: Project Bibliography Get This Book
×
MyNAP members save 10% online.
Login or Register to save!
  1. ×

    Welcome to OpenBook!

    You're looking at OpenBook, NAP.edu's online reading room since 1999. Based on feedback from you, our users, we've made some improvements that make it easier than ever to read thousands of publications on our website.

    Do you want to take a quick tour of the OpenBook's features?

    No Thanks Take a Tour »
  2. ×

    Show this book's table of contents, where you can jump to any chapter by name.

    « Back Next »
  3. ×

    ...or use these buttons to go back to the previous chapter or skip to the next one.

    « Back Next »
  4. ×

    Jump up to the previous page or down to the next one. Also, you can type in a page number and press Enter to go directly to that page in the book.

    « Back Next »
  5. ×

    To search the entire text of this book, type in your search term here and press Enter.

    « Back Next »
  6. ×

    Share a link to this book page on your preferred social network or via email.

    « Back Next »
  7. ×

    View our suggested citation for this chapter.

    « Back Next »
  8. ×

    Ready to take your reading offline? Click here to buy this book in print or download it as a free PDF, if available.

    « Back Next »
Stay Connected!