Effect of Public-Private Partnerships and Nontraditional Procurement Processes on Highway Planning, Environmental Review, and Collaborative Decision Making (2013) / Chapter Skim
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Pages 47-61
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From page 47... ...
47 The first five chapters of this report presented the findings of the research conducted for SHRP 2 Project C12. Chapter 6 interprets these findings to identify steps that may be taken to advance the state of the practice while considering P3s within the context of the existing planning and environmental review processes, which are largely fixed and codified.
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From page 48... ...
48 • Establish a precedent for P3 consideration to build the evidence needed to support fiscal constraint with toll or P3related revenue. • Shape a planning process to help narrow the range of fea sible alternatives to be considered during NEPA, including those that require support from tolls or other nontraditional funding sources, in addition to including such information in a purpose and need statement (see the section on incor porating tolling and other alternative funding into purpose and need statements)
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From page 49... ...
49 for the MLSP (HNTB Corporation 2010) also discusses link ing the plan to the region's MTP and ultimately to project specific NEPA analyses -- important considerations that are discussed in the next section: The document is envisioned as a source for projects to be added to [the Atlanta Regional Council's]
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From page 50... ...
50 Appendix A to 23 C.F.R.
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51 FHWA chief counsel white paper on alternatives analysis emphasizes the importance of using "sound project cost esti mation methods during screening to eliminate alternatives that are not economically feasible .
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From page 52... ...
52 compliance with other applicable environmental laws and executive orders." An alternatives analysis to determine the "range of reasonable alternatives" is more rigorous for an EIS than for an EA, as summarized in the FHWA office of the chief counsel's white paper on alternatives analysis, as cited earlier (FHWA 2010)
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From page 53... ...
53 As this experience demonstrates, one of the most important findings from the research is the need to identify and address the challenge posed by funding gaps early on, and then to use the Decision Guide processes to vet the different options to advance projects. This approach is more common in the pub lic toll road sector where revenue potential is assessed up front.
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From page 54... ...
54 The scaling of projects and the extent to which design excep tions are allowed have a significant impact on cost. It is not uncommon for EISs to identify a set of alternatives that are unnecessarily expensive.
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From page 55... ...
55 Although the preparation of financial plans would be help ful in enabling project sponsors to determine if different alter natives are actually affordable, projectspecific cash flow models and financial plans are not required as part of NEPA or the planning process. FHWA, however, requires that financial plans be prepared for all highway improvements receiving federal funding with implementation costs over $500 million.
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From page 56... ...
56 information gathering process should be expanded to include the additional data sets needed to assess future P3 potential and should ensure that the data emerging from the environ mental review is consistent and suitable for use in various analyses. Project sponsors should ensure that the data can support considerations that might not need to be assessed in the absence of P3 development.
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From page 57... ...
57 PPTA program in 2009. That initial procurement was canceled and the commonwealth issued a new PPTA procurement in mid2010.
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58 is a 13mile eastwest highway extending from SR 202 in Red mond west to I5 in Seattle. A critical component of the route is the existing fourlane, 1.44mile Evergreen Point Floating Bridge across Lake Washington.
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From page 59... ...
59 Governor Perry and was a topdown project that people were generally opposed to. The Governor's idea was to develop large highways bypassing urban areas and when TxDOT retained a private development partner early in the process to define the project the public reacted negatively because it appeared that the outcome of the process was predetermined.
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From page 60... ...
60 scope calls for a systemtosystem interchange, which is designed with a certain number of bridges, the private partner may come up with a different approach that involves a smaller number of bridges or different specifications and can be built at a lower cost. GDOT believes that a fair ATC process can enhance pro curements.
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From page 61... ...
61 roadway system, it is possible to weave tolling and P3s into a regional vision. As a member of the planning team at NCTCOG was quick to point out, this is a relatively recent development: When NEPA and the MPO processes were first developed, financing was not incorporated into the process.
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