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From page 17... ... 17 A summary of success factors from the case studies that contributed to the development of the Framework is provided in Table 4.1. Many of the success factors identified in the case studies were part of the technical process and did not affect the design of the Framework; however, they are captured in the case studies available at http://www.trb.org/Strategic HighwayResearchProgram2SHRP2/Pages/Case_Studies_in_ Collaboration_373.aspx. Read the entire page →
From page 18... ... 18 showed that the road network in the Framework Plan could be designed and operated to achieve acceptable levels of service. As the planning process continued, the consultant modeled the long-range performance of variations of the Framework Plan as revised by the local planning committee. Read the entire page →
From page 19... ... 19 neither avoided issues nor proceeded simply hoping that certain issues would not arise or become a problem later in the process. For instance, team members knew that the biggest challenge was going to be separating military issues from transportation issues. Read the entire page →
From page 20... ... 20 modified to avoid or minimize impacts by locating the road along property boundaries, fence lines, or existing railroad rights-of-way. I-5 in Oregon added bike/pedestrian facilities to accommodate the community's desire to encourage nonautomobile forms of transportation. Read the entire page →
From page 21... ... 21 bridge and adjacent landmarks in creating a sense of place for Grand Rapids residents. To specifically address aesthetics, Michigan DOT hired a subcontractor, who built a model of the future S-curve to serve as an illustration in meetings with community representatives. Read the entire page →
From page 22... ... 22 The case studies also revealed that corridor planning processes could help in identifying potential community and environmental issues before NEPA analysis. Several case studies showed that corridor planning processes were useful in helping engage the public in thinking about the transportation needs of a corridor and addressing potential community and environmental concerns at a broad-scale level before conducting a detailed project-level analysis. Read the entire page →
From page 23... ... 23 against the vision to ensure consistency with vision goals. If projects are not consistent with the goals established during visioning, they are challenged and revised accordingly. Read the entire page →
From page 24... ... 24 transportation projects selected to receive federal funding through PSRC are consistent with the regional long-range growth management plan, VISION 2020, and the regional long-range transportation plan, Destination 2030. The TIP Policy Framework establishes criteria for the competitive selection process used in programming. Read the entire page →
From page 25... ... 25 were spurring growth, which was quickly negating the congestion relief gained from additional highway capacity. NJDOT realized that it should engage local governments and work with them to develop land-use and transportation policies that would break the cycle between increasing highway capacity and sprawl. Read the entire page →
From page 26... ... 26 An excellent example of this is the Colorado STEP UP process. It increased consideration of environmental impacts and resource agency involvement early in the transportation planning process. Read the entire page →
From page 27... ... 27 ensuring that commitments were carried out. Furthermore, this tracking system now serves as a record of the mitigation process and is the basis for accurate and efficient reporting to permitting agencies and other interested organizations. Read the entire page →
From page 28... ... 28 In the development of Caltrans's corridor system management plan (CSMP) for the I-880 corridor in Alameda County, Caltrans brought together all agencies and jurisdictions involved in moving people along the corridor to consider not only the immediate highway but the arterials and public transit within the corridor as well. Read the entire page →
From page 29... ... 29 options or scenarios, deal with complexity, and have a clear, reproducible procedure. Oregon DOT used Criterium DecisionPlus as its DSS. Read the entire page →
From page 30... ... 30 workshop participants were used to develop screening criteria for selecting a preferred scenario. Workshop participants used individual wireless keypads to register their values and priorities. Read the entire page →
From page 31... ... 31 consisting of planning, regulatory, and resource agencies, has been established for each of the seven geographic FDOT districts. Each agency appoints a representative or representatives who are responsible for coordinating and performing all actions to satisfy their responsibility with respect to the planning and development of transportation projects. Read the entire page →
From page 32... ... 32 Although not everyone was happy with the final decision, all agreed the process was excellent. Many stakeholders believed this was a more transparent decision-making process. Read the entire page →

From page 17...

... 17 A summary of success factors from the case studies that contributed to the development of the Framework is provided in Table 4.1. Many of the success factors identified in the case studies were part of the technical process and did not affect the design of the Framework; however, they are captured in the case studies available at http://www.trb.org/Strategic HighwayResearchProgram2SHRP2/Pages/Case_Studies_in_ Collaboration_373.aspx.