The Tools

The Tools includes brief descriptions of 32 tools, along with implementation examples and sources of additional information. You can either Browse through the entire list of Tools or you can Search the Tools based on your areas of interest.

You may select multiple Tool Type, Project Scale, Implementing Agency and States by "CTRL + click" method.

Tool Type:	Project Scale:	Implementing Agency:	State:
ALLPlanning ActivitiesPublic InvolvementGIS & Technical AnalysisProject Prioritization & FundingDesign Guidelines & Standards	ALLState/Regional PlanningCorridor/Subarea PlanningTransportation Project DevelopmentLocal Comprehensive PlanningSite Planning and Development	ALLState Department of TransportationMetropolitan or Regional Planning OrganizationTransit AgencyCity/CountyOther	ALLAlaskaAlabamaArkansasArizonaCaliforniaColoradoConnecticutDistrict of ColumbiaDelawareFloridaGeorgiaHawaiiIowaIdahoIllinoisIndianaKansasKentuckyLouisianaMassachusettsMarylandMaineMichiganMinnesotaMissouriMississippiMontanaNorth CarolinaNorth DakotaNebraskaNew HampshireNew JerseyNew MexicoNevadaNew YorkOhioOklahomaOregonPennsylvaniaPuerto RicoRhode IslandSouth CarolinaSouth DakotaTennesseeTexasUtahVirginiaVermontWashingtonWisconsinWest VirginiaWyoming

Planning Activities

• Corridor Planning
• Interchange Area Planning
• Linking Planning and NEPA
• Planning for Transit-Oriented Development
• Regional Agency Support for Local Planning
• Regional Visioning and Scenario Planning
• State DOT Support for Comprehensive Planning
• Subarea/neighborhood Planning
• Tier 1 EIS for Transportation Corridors

Public Involvement

• Community Outreach Tools
• Community Visioning Workshops and Charrettes
• Land Use Scenario Development
• Visualization/Simulation Techniques

GIS & Technical Analysis

• CommunityViz
• CorPlan
• GIS Environmental Mapping/Analysis
• MetroQuest
• Paint the Town/Paint the Region
• PLACE3S
• Rural Traffic Shed Model
• Smart Growth Index
• Space Syntax/Ped-GRiD

Project Prioritization & Funding

• Funding for Streetscape, Urban Design, and Multimodal Improvements
• Project Screening and Selection Criteria
• State Fiscal and Regulatory Incentives
• Transit Corridor and Station Area Development Programs

Design Guidelines & Standards

• Access Management
• Context Sensitive Design/Solutions
• Local and Regional Road Design Guidelines
• Model Zoning and Subdivision Ordinances
• Pedestrian and Bicycle Facilities Design Guidelines/Programs
• Road Swaps and Transfers

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Planning Activities

Corridor Planning State DOTs, MPOs, cities, and counties develop transportation corridor plans that consider land use as well as transportation issues. Some State agencies have developed handbooks for corridor planning as an aid to district staff and consultants when conducting planning studies.

Interchange Area Planning Agencies at various levels have developed and/or implemented land use plans and zoning overlay ordinances to guide land development around freeway interchanges. Interchanges become magnets for development, but unplanned development and unmanaged access can quickly lead to a breakdown of traffic conditions in the vicinity of the interchange, affecting both safety and capacity. State agencies and nonprofits have sponsored the development and adoption of model codes and regulations for interchange areas, while regional agencies and local jurisdictions have sponsored the development of interchange area plans that address access, local circulation, land uses, site design, buffers, and landscaping.

Linking Planning and NEPA Transportation planning agencies are increasingly expanding the scope of their statewide, regional, and corridor planning efforts to address NEPA issues, including land use impacts, at an early stage. Methods include: Collecting and using regional data on environmental conditions in the long-range transportation planning process; evaluating combined transportation and land use scenarios; involving Federal and state resource agencies in long-range transportation planning; conducting Tier 1 environmental analysis for transportation corridors; and recommending projects and policies in statewide and corridor plans that are designed to reduce environmental impacts.

Planning for Transit-Oriented Development Transit agencies, MPOs, and local jurisdictions have led planning processes focusing on existing or planned transit station areas and/or corridors. These processes may involve education and outreach on TOD principles and concepts; station area conceptual planning; market assessment; detailed station area plans; development and adoption of overlay districts or other zoning changes to facilitate transit-supportive development; and application of other tools and incentives.

Regional Agency Support for Local Planning MPOs, Regional Planning Commissions (RPCs), and Councils of Government (COGs) have provided technical and/or financial assistance for local comprehensive planning and/or small-area planning activities that link transportation and land use. Financial support has been provided from Federal sources, including Surface Transportation Program (STP) and Planning (PL) funds, as well as from funds appropriated by State legislatures.

Regional Visioning and Scenario Planning MPOs and nonprofit/community groups have led public processes to develop a transportation and land use "vision" for a region or multi-jurisdictional corridor and to evaluate future transportation and land use scenarios. The results of this process are typically implemented through the next updates of the Long-Range Transportation Plan and Transportation Improvement Program, and through additional actions to encourage land use changes at the local level.

State DOT Support for Comprehensive Planning State DOTs have provided assistance for integrating transportation considerations into local comprehensive planning and land use considerations into statewide transportation planning. Activities have included the development of agency policies on considering land use in transportation planning, training for State DOT staff and consultants, and provision of technical and financial assistance for local governments.

Subarea/neighborhood Planning Local agencies have developed plans for a subarea that include both multi-modal transportation and land use strategies to address issues such as traffic circulation, parking, transit service, and pedestrian and bicycle access. Planning subareas have included central cities, activity centers, and neighborhoods. Plans are implemented through capital improvements, changes to zoning, and other strategies.

Tier 1 EIS for Transportation Corridors A Tier 1 Environmental Impact Statement (EIS) is a broad environmental impact statement (e.g., for a general transportation corridor) that is prepared prior to a subsequent statement or environmental assessment on a more specific action (such as a specific highway alignment). The use of a tiered EIS approach to transportation corridor studies can assist in streamlining project development, by addressing large-scale issues up front (such as growth-related impacts) and then incorporating these issues by reference into a second-tier EIS dealing with specific projects and alignments.

Corridor Planning

Scale of Application: Corridor/subarea planning

Possible Implementing Agencies: State DOT, City/County, MPO/RPC

Examples:

• Idaho DOT
  The Idaho Corridor Planning Guidebook helps ITD Division of Transportation Planning staff, in cooperation with local governments, develop long-range plans for transportation corridors. The long-range planning process described in this guidebook is intended to integrate transportation planning with land-use planning, and to coordinate local and state transportation planning efforts.

• Illinois DOT
  Illinois (Statewide): This program, administered by the Illinois DOT, provides $15 million over 5 years to help local governments develop plans that integrate transportation and land use/development decision making. See: Illinois Tomorrow Corridor Planning Grants Case Study.

• Kentucky DOT
  The Kentucky Transportation Cabinet (KYTC) developed the Bluegrass Corridor Planning Management Handbook, which describes a comprehensive approach to corridor planning that addresses land use issues as well. The handbook outlines a six-step process for conducting a corridor planning study, including getting organized, knowing the corridor, developing choices, selecting a preferred choice, implementation, and sustaining the vision. The handbook's principles have been applied in cities such as Bowling Green, where an overlay district was adopted in conjunction with a planned arterial road realignment. Contact: Brent Sweger, KYTC (502-564-7686)

• New Jersey DOT
  As part of its Future in Transportation (FIT) program, New Jersey DOT is working with communities to integrate land use and transportation issues into corridor-level planning. The DOT-funded studies are addressing issues such as circulation systems, access management, and zoning as well as multi-modal transportation improvements. On the Route 31 corridor through Raritan Township and Flemington Borough, this study approach is resulting in a "smart growth alternative" to a previously proposed bypass, consisting of local road network improvements, that can be built sooner, at lower cost, and with fewer environmental impacts. The NJ Office of Smart Growth has awarded a grant to Raritan Township to revise its master plan to accommodate the proposed roadway system. Contact: Gary Toth, New Jersey DOT (609-530-5262).

• Utah DOT
  The Utah DOT (UDOT) worked to integrate land use planning into the study of the 40-mile Mountain View Corridor (MVC) on the outskirts of the Salt Lake City region. UDOT engaged Envision Utah, a non-profit organization that led a regional visioning effort, to lead a land use scenario planning process as part of the environmental analysis process for the MVC. The scenario planning process brought together communities to discuss future land use alternatives and how land use planning can support different transportation options for the corridor. Contact: Teri Newell, Utah DOT (801-975-4807) or Peter Donner, Envision Utah, (801-538-1529).

• Cities of Broomfield, Lafayette, and Louisville, and Boulder County (Colorado)
  In Denver's northwest suburbs, four communities came together in the 1990s to preserve open space while addressing common mobility needs. The communities established a nonprofit authority to construct a toll road as a link in Denver's circumferential highway system, while at the same time implementing strong land protection measures to ensure that the road would not simply become another conduit for suburban sprawl. Through intergovernmental agreements and funding from anticipated toll revenues, the communities designated and acquired 2,400 acres near the alignment to preserve as open space. The communities also revised zoning to focus development in two areas near planned interchanges. Contact: Charles Ozaki, City and County of Broomfield (303-438-6300); Ron Stewart, Boulder County (303-678-6278).

Other References

• The Transportation Research Board Access Management website contains references on corridor planning and corridor preservation.

• The Vermont Corridor Management Handbook (Vermont Agency of Transportation, 2005) was developed to provide a technical resource for state and regional agency planners and their consultants who are undertaking the development of a transportation corridor management plan.

Interchange Area Planning

Scale of Application: Corridor/subarea planning

Possible Implementing Agencies: City/County, MPO/RPC, State DOT

Examples:

• Georgia Department of Community Affairs (other State agency)
  The Georgia Department of Community Affairs has developed a "model code" for Interchange Area Development, as part of a set of model codes for communities that provide an alternative to traditional zoning regulations. The code addresses highway access, buffers and setbacks, architecture, lighting, and signage. The code was adopted from an interchange model overlay zoning ordinance prepared by the Clearwater Conservancy for communities in Centre County, Pennsylvania.

• Charlotte (North Carolina) MPO
  The Mecklenburg-Union MPO sponsored an interchange analysis as a framework to guide land use and transportation improvements at interchanges along the I-485 outer loop freeway in Charlotte, North Carolina. At the time the study was undertaken, approximately one-third of the freeway was completed, with the other two-thirds in various stages of planning, design, or construction. The I-485 Interchange Analysis made recommendations to help ensure that future interchanges would function effectively and that the area around those interchanges would develop in accordance with the community vision. Recommendations included: eliminating one interchange and delaying construction of some others; changing the design of some interchanges; constructing roundabouts; improving access management and connectivity; realigning and improving roads near the interchanges; improving conditions for bicyclists and pedestrians; changing adopted land use plans; and completing more detailed area plans for some interchanges. Since the completion of theanalysis, many of these recommendations have been implemented, resulting in a transportation facility that will better serve existing and future development. Contact: Garet Johnson, Charlotte-Mecklenburg Planning Commission (704-336-8364).

• Clearwater Conservancy (nonprofit) and local governments in Centre County, Pennsylvania
  As part of planning for Interstate 99 in central Pennsylvania, the ClearWater Conservancy, a nonprofit organization, worked with local governments to conduct corridor planning and create and adopt an interchange overlay district ordinance. The overlay district has been adopted to some extent by governments within four of six planning districts in the I-99 corridor. The ordinance aims to maintain the land around the Interstate 99 as natural woodland, preserving the identity of townships, rather than encouraging the development of strip malls. The ordinance applies for a quarter mile from the center of each lane's right of way. Contact the Clearwater Conservancy (814-237-0400).

• Oregon Department of Transportation
  The Oregon Department of Transportation (ODOT) creates Interchange Area Management Plans (IAMP) for every major newly constructed interchange. The IAMPs are created to reduce potential conflicts that can result from increased development around interchanges by ensuring that growth and development can occur without overloading the capacity of the new infrastructure. ODOT develops the IAMPs in collaboration with residents, property owners, community stakeholders, and local government officials. The plans must be adopted by local governments and the Oregon Transportation Commission before a Final Tier 2 Design Environmental Impact Statement will be published.

• Vermont Department of Community Affairs (other State agency)
  The Vermont Department of Housing and Community Affairs, in coordination with the Vermont Agency of Transportation (VTrans) and other state agencies, has led the development of a state interchange planning policy to manage growth around freeway interchanges. The intent is to craft guidelines for towns to consider to direct growth away from interchanges. The VTrans access management program coordinator is the liaison to this program, and access management principles have been incorporated into the planning policy. Policy development has included pilot projects, including an interchange plan in Randolph that resulted in recommended zoning changes. Contact: Allan Wright, VTrans (802-828-2485).

Other References:

• Center for Urban Transportation Research. Land Development and Access Management Strategies for Florida Interchange Areas. Prepared for Florida Department of Transportation, 2000. Available from the Transportation Research Board Access Management website.

Linking Planning and NEPA

Scale of Application: State/regional planning, corridor/subarea planning

Possible Implementing Agencies: State DOT, MPO, other state agency

Examples:

• Florida DOT
  Florida DOT's (FDOT) Efficient Transportation Decision-Making Process (ETDM) consists of both a process and a GIS tool to bring environmental considerations into the early stages of the statewide transportation planning and project development processes. The ETDM process provides a link between land use, transportation, and environmental resource planning through early and continuous involvement of planning, consultation, and regulatory and resource agencies. An interagency team reviews projects in the early stages of both the planning and project programming processes. An interactive GIS database assists the team in identifying the potential direct, indirect, and cumulative impacts of projects. Information about projects screened through the ETDM process is available to the public on the ETDM public access web site. FDOT is collecting performance measures to assess the effectiveness of the process. Contact: Larry Barfield, FDOT (850-414-5260).

• Fort Collins (Colorado) MPO
  With the support of FHWA, FTA, EPA, and the Colorado DOT, the North Front Range MPO (NFRMPO) undertook a pilot project to increase consideration of environmental impacts and resource agency involvement early in the transportation planning process. Known as Strategic Transportation, Environmental and Planning Process for Urbanizing Places (STEP UP), the project included a model planning process with early and continuous resource agency involvement and guidelines for environmental review and prioritization of transportation projects; development of a GIS-based tool for identifying environmental impacts of projects; and a cumulative effects assessment for the regional transportation plan. Contact: Suzette Thieman, NRFMPO (970-416-2257). See also: STEP UP Phase 1 Report (Colorado DOT, 2005).

• Milwaukee (Wisconsin) MPO
  The Southeastern Wisconsin Regional Planning Commission (SEWRPC) is the MPO as well as the areawide comprehensive physical infrastructure planning agency for the seven-county Southeastern Wisconsin Region. The Commission's planning addresses transportation, land use, water resources, parks and open space, farmland preservation, and environmental/natural habitat areas. The Commission's transportation planning is based upon a regional land use plan, and links to NEPA by using the Commission's extensive database on land use and environmental resources. The transportation plan was created with consideration of land use objectives as well as secondary and cumulative impacts of plan alternatives. A key aspect of the process is the involvement of Federal resource agencies to identify critical issues from a regional perspective and to assist in developing transportation and land use projects and policies. SEWRPC expects this involvement to result in streamlined project delivery. Contact: Ken Yunker or David Jolicoeur, SEWRPC (262-547-6721). See also: Presentation at the 2005 Association of Metropolitan Planning Organizations (AMPO) Annual Conference.

• North Carolina state agencies, including DOT
  The Ecosystem Enhancement Program (EEP), a compensatory mitigation system, was established in 2003 by the North Carolina Department of Environment and Natural Resources (NCDENR), in partnership with the North Carolina DOT (NCDOT) and the United States Army Corps of Engineers, to speed project development and delivery while protecting the environment. Rather than focusing on individual highway project impacts, the EEP concept operates programmatically, using watershed plans and considering cumulative impacts associated with a given watershed. The program funds highway project mitigation activities, such as stream and wetlands protection and restoration, at other locations within the same watershed and in advance of the actual project work. Funding is provided from Federal and state transportation sources through the statewide transportation improvement program (STIP). As of late 2005, EEP is on schedule to meet NCDOT's mitigation needs in all watersheds. Contact: Bill Gilmore, NCDENR (919-715-1412).

• City of St. George (Utah)
  As part of a planning and environmental assessment process for the proposed Southern Connector highway, the City of St. George, Utah used ecological data and a GIS visualization and community indicators model to evaluate alternative growth plans for the area near the highway. The result was a plan that will reduce environmental impacts and transportation demands related to highway-supported growth. See: Full project description under "CommunityViz." [LinkTo: Later Project Reference]

Other References:

• FHWA and FTA have published program guidance on "Linking the Transportation Planning and NEPA Processes" and have conducted peer exchanges and offer facilitated workshops on the topic. Summary reports are available for peer exchanges held in Baltimore, North Carolina, and Pittsburgh.

• The National Highway Institute offers a course entitled "Linking Planning and NEPA: Towards Streamlined Decision Making" (FHWA-NHI-151041). The course is offered both as a three-day course and a four-hour executive session.

Planning for Transit-Oriented Development

Scale of Application: Site planning and development

Possible Implementing Agencies: State DOT, MPO/RPC, City/County, Transit Agency

Examples:

• Columbus MPO and transit agency (Ohio)
  The Mid-Ohio Regional Planning Commission (MORPC) and the Central Ohio Transit Authority (COTA) jointly led a public process to create development concepts for three potential transit-oriented development (TOD) sites: urban, developed suburban, and developing suburban. The purpose of the process was to advance transit-supportive land use planning practice in the Columbus region, in advance of a planned light-rail transit system. Contact: Chris Gawronski, MORPC (614-233-4166). (Reference: Transit-Oriented Development Regional Demonstration Project. Prepared for MORPC by ACP - Visioning & Planning, Ltd., July 2002.)

• Burlington (Vermont) RPC
  The Chittenden County Regional Planning Commission (CCRPC) in Burlington, Vermont published a Transit-Oriented Design Manual in 2002. The guidelines are intended to show how the development community and municipalities can include transit users in the market it expects to serve with large or small-scale real estate development projects. They also are intended to show planners and designers what elements may be included in their plans to create transit-oriented design. The manual is appropriate for smaller communities that wish to design for transit. Contact: Ian MacDougall, CCRPC (802-658-3004).

• Florida DOT
  The Florida DOT (FDOT) has developed a variety of tools and undertaken efforts to promote transit-oriented design in bus as well as rail corridors throughout the state. FDOT's Transit Office produced a report entitled Accessing Transit that includes a discussion of design principles to support transit access, as well as a CD‑ROM of TOD resource materials. Two staff persons within the Transit Office support TOD activities and planning. In addition, FDOT's District 5 office in Fort Lauderdale has funded charrettes, transporta­tion corridor studies, and neighborhood plans that address land use issues, including TOD and transit-supportive design. Contact: Amy Datz, FDOT Transit Office (850-414-4239); or Jeff Weidner, FDOT District 5 (954-777-4670).

• Maryland DOT
  The Maryland DOT (MDOT) has supported TOD through various efforts, including sponsoring station area planning pilot studies, soliciting TOD proposals for surplus state property in station areas, and basing alignment and station location decisions to maximize TOD and eco­nomic development opportunities. To develop a plan for the West Hyattsville on Washington's Metrorail system, the agency brought together the full range of stakeholders who need to be involved in implementing the plan (including local elected officials, planning and zoning staff and commissions, resource and public works agency staff, landowners, neighbors, and others) to ensure that commitments to implementing the plan are solidified and carried out. Contact: Don Halligan, MDOT (410-865-1294).

• Raleigh-Durham transit agency (North Carolina)
  The Triangle Transit Authority (TTA) in Raleigh-Durham, North Carolina led TOD planning efforts in support of the first fixed-guideway transit system for the region, a diesel multiple unit system linking Raleigh, Durham, and Chapel Hill. TTA selected station locations in part based on future growth potential, and undertook station area planning activities to assess available sites and market demand. In conjunction with construction of the system TTA has selected a Master Developer team that will manage the development process for rail station sites that have been identified as consistent with TTA's goals for TOD. Contact: Juanita Shearer-Swink, TTA (919-485-7412).

• Seattle (Washington) MPO
  The Transit Station Communities Project, led by the Puget Sound Regional Council (PSRC) in Seattle, Washington, has supported the development of station area plans for commuter rail stations serving smaller town centers between Seattle and Tacoma. The MPO used Transportation, Community, and System Preservation Program (TCSP) funds to provide technical assistance to local governments, and especially to help address particularly difficult issues such as parking management. Involvement of the MPO not only provided planning capacity to local jurisdictions with little experience developing small-area plans, it also raised the visibility of these planning activities, providing them with an incentive to do a thorough job of planning. Contact: Ben Bakkenta, PSRC (206-464-5372).

Other References:

• Cambridge Systematics, Inc. The Role of State Departments of Transportation in Transit-Oriented Development. Prepared for NCHRP Project 25-25 Task 20, 2006.

• Cervero, Robert, et al. Transit-Oriented Development in the United States: Experiences, Challenges, and Prospects. Transit Cooperative Research Program (TCRP) Report 102, 2004. This report discusses issues related to development adjacent to transit including institutional issues, impacts and benefits, implementation strategies, and urban design.

• Dunphy, Robert; Deborah Myerson and Michael Pawlukiewicz. Ten Principles for Successful Development Around Transit. Prepared for Urban Land Institute, 2003. This non-technical handbook describes keys to achieving TOD from a developer/market perspective.

• Lefaver, Scott, et al. Construction of Transit-Based Developments. Mineta Transportation Institute report 01-05, September 2001. This report reviews policies and legislative programs that can be adopted at all levels of government to encourage transit-based development.

Regional Agency Support for Local Planning

Scale of Application: State/regional planning, local comprehensive planning, site planning and development

Possible Implementing Agencies: MPO/RPC

Examples:

• Wilmington (Delaware) MPO
  The Wilmington Area Planning Council (WILMAPCO) has funded local agencies to make changes to comprehensive plans to include "mobility-friendly street design standards" as an option for developers in new development. Alternative design standards have been adopted in Cecil County, Middletown, and Chesapeake City. Contact: Heather Dunigan, WILMAPCO (302-737-6205)

• Atlanta (Georgia) MPO
  The Atlanta Regional Commission's (ARC) Livable Centers Initiative provides planning grants for communities located in existing activity centers to develop plans that enhance livability and mobility. Using Federal transportation funds, the program has provided $1 million annually in planning grants since 2000, and the region's long-range transportation plan allocates $350 million to implement projects identified in plans. Planning efforts funded by the program are beginning to result in mixed-use town centers and transit-oriented development projects in cities such as Douglasville, Chamblee, and Duluth. Contact: Dan Reuter, ARC (404-463-3305).

• Albany (New York) MPO
  The Capital District Transportation Committee (CDTC) initiated its Community and Transportation Linkage Planning Program in 2000 to help integrate land use and transportation decisions. The program provides CDTC staff or private consultant support to local community planning initiatives. CDTC has committed approximately $100,000 annually in staff time and $300,000 annually in consultant resources - approximately 25 percent of its planning work program - to undertake collaborative, jointly-funded local land use and transportation planning studies. Forty one such studies in 25 municipalities have been undertaken through 2005. The studies are helping to implement key policies of the New Visions regional transportation plan through local adoption of land use plans, highway and transit designs, zoning ordinances, driveway standards, pedestrian and bicycle accommodation, and other activities. The program has proven very successful in engaging the MPO with land use planning issues and generating project candidates for CDTC's transportation improvement program. A regional roundtable of municipal planners (with mandatory participation of Linkage study municipalities) meets quarterly to allow communities to build upon each others' experiences. Contact: Sandra Misiewicz, CDTC (518-458-2161). See the Albany, NY Case Study.

• Berkeley-Charleston-Dorchester (South Carolina) COG
  The Berkeley-Charleston-Dorchester (South Carolina) COG, the MPO for the region, assists local and county governments with comprehensive plan updates and zoning ordinances. The COG's role in providing planning assistance has allowed it to work with local jurisdictions to incorporate "smart growth" recommendations from a regional growth options study into local plans and zoning. Related COG activities to implement the Growth Options study recommendations include updating the long-range transportation plan to address urban and facility design; encouraging a "complete streets" approach to facility design that accommodates all modes; conducting focus groups on multi-jurisdictional land use, connectivity, and transportation coordination at a subregional level; partnering with public health, schools, and bicycle and pedestrian organizations to promote bicycling and walking; and partnering with the development community to find ways to address the "how to" get to the vision for the region. Contact: Dan Hatley or Haila Maze, BCDCOG (843-529-0400).

Regional Visioning and Scenario Planning

Scale of Application:State/regional planning, corridor/subarea planning

Possible Implementing Agencies: MPO/RPC, City/County, Other (State planning agency, nonprofit)

Examples:

• Binghamton (New York) MPO
  Faced with the challenge of a slowly declining and aging population, the Binghamton Metropolitan Transportation Study (BMTS) decided with its 2004 update of the long-range transportation plan to undertake a scenario planning process to address transportation, land use, and economic development issues simultaneously, with the objective of linking transportation to regional revitalization. An extensive public involvement process was undertaken to determine community goals, design principles, and growth scenarios. Scenarios included "outward" and "inward" development under "trend" and "growth" conditions. Study leaders and the public came to a consensus to focus on revitalization and redeveloping the urban core communities. The long-range transportation plan (titled Transportation Tomorrow 2030 - Placemaking for Prosperity and adopted in 2005) is reflecting that consensus by focusing transportation investment in the urban core. Contact: Steven Gayle, BMTS (607-778-2443).

• Grand Rapids (Michigan) MPO
  Beginning in the early 1990s, The Grand Valley Metropolitan Council (GVMC) led the development of "Blueprint" principles and has since worked to implement these principles through a collaborative process with a series of sub-regional groups. Seven groups were formed around common geography and planning issues. The process included both local charrettes to plan identified "livable areas" in these sub regions, as well as broader planning techniques to address the unique regional qualities of each area. Since 2000, the MPO has annually given out awards recognizing projects and programs – such as the City of Grand Rapids Master Plan, the West Michigan Sustainable Business Forum, and a number of development projects – consistent with Blueprint principles. Contact: Andy Bowman, GVMC (617-776-7611).

• City of Charlotte (North Carolina)
  In 1994, the Charlotte City Council and Mecklenburg Board of County Commissioners adopted the Centers and Corridors Plan for land use and transportation in the region. The plan focuses on increasing in-fill and redevelopment along the corridors and in the center of the city for compact, mixed-use, pedestrian-friendly development near transit station areas. The City, County, and Charlotte-Mecklenburg MPO have worked to implement this plan through actions such as: adopting a regional transit plan to support the land use plan, making investments in light rail and busway transit; conducting station area planning to promote development in station areas; and adopting alternative street design standards. See also Federal Highway Administration Domestic Scan Tour II: Land Use and Transportation Planning Coordination (November 2003).

• Lansing (Michigan) MPO
  With the support of a fiscal year (FY) 1999 grant through FHWA's Transportation and Community and System Preservation (TCSP) Pilot Program, the Tri-County Regional Planning Commission (TCRPC), the MPO for the Lansing region, led an extensive public and stakeholder outreach process to develop a growth vision for the region, which was adopted in 2003. TCRPC then established a committee to oversee implementation efforts, which have included adopting changes to local plans and zoning (such as downzoning of rural areas), incorporating plan principles into the long-range transportation plan, and screening candidate transportation improvement program projects against land use criteria. Contact: Paul Hamilton, TCRPC (517-393-0342).

• Seattle (Washington) MPO
  In 1990, the Puget Sound Regional Council (PSRC) adopted VISION 2020, a transportation and land use vision for the region. VISION 2020 called for focusing growth in 21 urban centers and eight manufacturing/industrial centers. The urban centers were to include concentrations of population and employment in mixed-use, walkable environments, connected by high-capacity transit service. VISION 2020 has been implemented through local plan development, voluntary regional review of plans for consistency, MPO-led outreach and demonstration programs, policies in the long-range transportation plan, and capital projects in the transportation improvement program. PSRC also has evaluated the extent to which development is occurring consistent with VISION 2020, and is undertaking an extensive process (scheduled for completion in 2007) to update the vision for the year 2040. Contact: Ben Bakkenta, PSRC (206-464-5372).

Other References:

Visioning efforts have been undertaken in numerous other areas throughout the country. The Denver MPO led one such effort in the early 1990s. More recent efforts have been undertaken by MPOs in areas such as Charlottesville, Virginia; Lansing, Michigan; and Los Angeles, California; and by non-profit groups in Concord, New Hampshire and Salt Lake City, Utah. See:

• Denver Regional Council of Governments: Metro Vision 2020.

• Federal Highway Administration TCSP Program's Case Study #13: Implementing a Regional Vision (2004) Provides descriptions of projects in Charlottesville, Concord, Lansing, and Salt Lake City.

• Surface Transportation Policy Project. "Regional Visioning Projects in California and Nationwide." Contains links to nine projects in California and an additional 14 in other States.

• Southern California Association of Governments: Compass Southern California.

• University of Utah and Federal Highway Administration: Scenario Planning Digital Library. Contains over 80 plans and analysis reports from various scenario planning processes.

Some additional regional and community visioning activities, as well as tools and methods to support visioning processes, are described under "public involvement" and "GIS and technical analysis." [LinkTo: Respective Tool sections]

State DOT Support for Comprehensive Planning

Scale of Application: Statewide planning, corridor/subarea planning, local comprehensive planning

Possible Implementing Agencies: State DOT

Examples:

• Colorado DOT
  The State of Colorado's Moving Forward Initiative allows Colorado Department of Transportation (CDOT) to collaborate with local governments on transportation planning. In addition, the state awards Heritage Planning Grants, which allow local communities submitting joint applications to address regional issues such as the environment, development, regional transportation, and energy use.

• Idaho DOT
  Idaho DOT has published a guide entitled, Transportation in Your Local Comprehensive Plan: A Guide for Local Government Officials. This document is designed to help planning and zoning commission members and local elected officials in Idaho prepare the transportation component of their comprehensive plan. It is divided into five chapters, each focusing on one of five basic tasks in the planning process: 1) getting organized in transportation planning; 2) collecting data and analyzing information; 3) developing transportation policies; 4) developing implementation strategies; and 5) coordinating with other plan components.

• Indiana DOT
  The Indiana DOT (INDOT) will be providing grants in 2006 and 2007 for local jurisdictions in rural southwest Indiana to support land use and economic development planning in advance of the proposed new I-69 freeway linking Indianapolis to Evansville. Contact: Steve Smith, Manager, INDOT Long Range Transportation Planning Section (317-232-5646).

• Wisconsin DOT
  The Wisconsin DOT (WisDOT) has provided internal guidance and training for its headquarters and district staff on participation in local comprehensive planning activities (WisDOT Transportation and land use). WisDOT also has developed guidance for local jurisdictions on considering local and statewide transportation issues in their comprehensive planning activities. As a result, district engineers and planners are working closely with local jurisdictions to coordinate the department's corridor planning activities with local land use planning, and to provide input into local comprehensive plans that affect important state travel corridors. Contact: Tanace Matthiesen, WisDOT Bureau of Equity and Environmental Services (608-264-8716).

Other References:

• Land Use and Economic Development in Statewide Transportation Planning, 1999 (PDF Only) Prepared by the Center for Urban Transportation Studies, University of Wisconsin-Milwaukee, in cooperation with the Wisconsin Department of Transportation, for the FHWA (1999). This report provides an overview of State DOT activities related to land use planning in six categories: land use/transportation planning; state land use planning capabilities; education/technical assistance; access management; land use controls; and economic development.

Subarea/Neighborhood Planning

Scale of Application: Corridor/subarea planning

Possible Implementing Agencies: City/County

Examples:

• City and County of Denver (Colorado) and the Stapleton Development Foundation (nonprofit)
  The Stapleton Development Plan, adopted in 1995, establishes a vision of the reuse of the 4,700-acre former Stapleton Airport site in Denver, Colorado. The plan creates a network of urban villages, employment centers, and open space, and extends adjacent arterial and local street block patterns onto the site. The street grid, pedestrian-oriented design, mix of uses, and continuous bikeway system support travel by alternative modes and will reduce vehicle traffic on adjacent arterials. Construction began in 2001 and will continue over a 15 to 20 year time frame. See also Federal Highway Administration Domestic Scan Tour I: Land Use and Transportation Coordination.

• City and County of Honolulu (Hawaii)
  The Waikiki Livable Community Project was a livability and mobility study that examined the relationship of the Waikiki's street network and transportation environment to Waikiki's residents, stakeholders, businesses, tourists and employees. The project emphasized an extensive public involvement and outreach effort that led to the formulation of a "Pedestrian First" policy to enhance and improve the pedestrian environment while maintaining essential transportation access and services in Waikiki. A unique aspect of the study was the development of "street visions" for the three main arterial street corridors and connecting local street network that traverse Waikiki. The "visions" for the street network revolve around "vision statements" that articulate the desirable character, enhancements and improvements for the street system in Waikiki. Contact: Brian Suzuki, City and County of Honolulu (808-527-6880). See also: "Waikiki Livable Community Project: Livability and Mobility Report" (City and County of Honolulu, 2003).

• City of Portland (Oregon)
  The City of Portland's Central City Transportation Management Plan is a policy based on the theme "growth with livability," which aims for concentrated growth within the Central City area. The plan is a multi-modal transportation policy that targets transportation improvements to support the city's land use objectives, including promoting mixed-use and higher-density development in the center city in order to minimize regional vehicle travel. Policies and actions in the plan address parking management, transit service, pedestrian and bicycle improvements, and traffic circulation improvements.

Tier 1 EIS for Transportation Corridors

Scale of Application: State/regional planning, corridor/subarea planning

Possible Implementing Agencies: State DOT, City/County, Transit Agency

Examples:

• Riverside County (California)
  Riverside County Transportation Commission (RCTC) has undertaken a "Tier 1" EIS process to preserve and plan for major transportation corridors in conjunction with county-wide habitat and land development planning. Through the Community and Environmental Transportation Acceptability Process (CETAP), the county is using GIS data on high-priority conservation areas, identified through a parallel multi-species habitat planning effort, to select transportation corridors that reduce ecological impacts by avoiding sensitive areas or minimizing fragmentation of these areas. The county-wide planning process also includes the development of land use planning alternatives to support the transportation corridors. In 2004, a Record of Decision was issued on a Tier 1 EIR/EIS for a north/south transportation corridor. Contact: Cathy Bechtel, RCTC (951-787-7141).

• Colorado DOT
  The Colorado DOT (CDOT) has undertaken a Programmatic EIS to identify solutions for the I-70 Mountain Corridor between Denver and Glenwood Springs. The PEIS examined the indirect impacts of alternatives, including land use and development patterns, and the resulting impact on various environmental indicators. Contact: Cecilia Joy, CDOT (303-757-9112).

• Washington State DOT
  The I-405 Corridor Program is a partnership among communities, elected officials, agencies, and advocacy groups to define a 20-year transportation vision for the 30-mile I-405 corridor in east suburban Seattle. Led by the Washington State DOT (WSDOT), the program undertook a streamlined EIS approach to reach consensus on a $7 billion transportation package to address mobility and access needs. Obtaining input from permitting agencies at an early stage allowed for timely decision making and generated "buy-in" for a multi-modal mix of solutions with broad-based support. The solution package has "smart growth" principles at its core and includes $95 million for land use strategies. The I-405 Corridor Program was incorporated into the Metropolitan Transportation Plan in 2002. Contact: Michael Cummings, WSDOT (206-464-6223). See the Seattle, WA: I-405 Corridor Program Case Study.

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Public Involvement

Community Outreach Tools State, regional, and local agencies have developed educational/outreach tools to raise the level of awareness about the connection between land use and transportation and how different options support each other. These tools have been used in regional and local comprehensive planning and visioning efforts.

Community Visioning Workshops and Charrettes Communities, as well as state and regional transportation organizations, are increasingly applying workshop or charrette approaches to community planning that provide a more intensive, hands-on public involvement experience than traditional methods such as public hearings or surveys. A workshop or series of workshops may be held in which members of the public work together to identify community objectives, desired outcomes, specific problem areas, and solutions to problems. A charrette is an intensive, multi-day series of creative sessions in which a team concentrates on specific design problems with citizens and presents solutions. Workshops and charrettes have been successfully applied to develop plans covering transportation, land use, and other issues for communities, specific neighborhoods, transportation corridors, and transit-oriented development sites.

Land Use Scenario Development State and regional agencies and non-profit groups have used workshop settings to tap the knowledge of local officials, staff, and the general public to develop future land use scenarios for a region, corridor, or community. The scenarios are developed using "chips" representing units of development that are allocated to different areas on a base map of the community. Increasingly GIS tools are being adopted to for this process, in addition to or to replace the use of "hard copy" maps and chips.

Visualization/Simulation Techniques Techniques such as visual preference surveys and computer-based design simulation have been applied to help citizens understand how different transportation and/or development alternatives will look. These techniques have been applied both in land use planning and in the design of transportation facilities.

Community Outreach Tools

Scale of Application: State/regional planning, local comprehensive planning, site planning and development

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Hartford (Connecticut) MPO
  The Capitol Region Council of Governments (CRCOG) in Hartford developed and distributed a Livable Communities Toolkit describing practical approaches to regional and local development. The subsection Tools For Towns covers eight development topics from agriculture preservation to rethinking zoning. The toolkit was developed to support an education and outreach project on regional growth issues, which also included a public opinion survey, visual preference survey, workshops, and focused planning work in an urban neighborhood and a semi-rural town. CRCOG has received feedback from several people throughout the State who are using the guide. Contact: Linda Osten, CRCOG (860-522-2217).

• Kansas City (Missouri) MPO
  The Mid-America Regional Council's (MARC) Creating Quality Places guidebook includes case studies and tools illustrating development practices that support improved livability and reduced vehicle-travel. To support MARC's Smart Choices project, over 1,900 CDs containing the guidebook were distributed to local government officials, developers and builders, engineers and architects, civic leaders and others in the Kansas City region. The guidebook is also available on the Internet. MARC also produced a Small Cities Toolkit to assist smaller communities in considering solutions to development issues, and has formed a First Suburbs Coalition, involving 19 post-World War II cities, to focus on residential reinvestment, commercial development, and infrastructure maintenance and improvement. MARC has worked with homebuilders and remodeling industry associations in these efforts and notes that its outreach work has influenced redevelopment projects in several first tier suburbs, including Raytown and Gladstone. Contact: Marlene Nagel, MARC (816-474-4240); or Dean Katerndahl, MARC (816-474-4240) regarding First Suburbs work.

• Dover (New Hampshire) RPC
  The Strafford Regional Planning Commission in Dover, NH published a briefing titled "How to Link Land Use and Transportation Planning." The briefing provides an overview of land use-transportation relationships and describes basic techniques such as nodal development, walkable communities, access management, master planning, site/subdivision review, and driveway placement. The briefing has been distributed to over 2,000 elected officials, planning board members, conservation commissions, and other interested persons in the region. The SRPC reports receiving considerable positive feedback on the briefing and that it is serving as a background for local governments to address issues such as access management along State route 11. Contact: Cynthia Copeland, SRPC Executive Director (603-742-2523).

Community Visioning Workshops and Charrettes

Scale of Application:Corridor/subarea planning, transportation project development, local comprehensive planning

Possible Implementing Agencies: State DOT, City/County, MPO/RPC, Transit Agency

Examples:

• Hartford (Connecticut) MPO and Town of Suffield
  As one component of a regional growth project, the Capitol Region Council of Governments (CRCOG) worked with the rural town of Suffield to conduct a community visioning workshop. At this three-hour workshop, attended by elected officials, town staff, and citizens, participants were divided into small groups, given base maps of the town, and asked to draw on the maps and make recommendations. Following the workshop, project consultants synthesized the results of the workshops into a set of recommendations for the town. The town has since implemented a number of these recommendations. For more information, see the Suffield, CT: Charrette-based Planning Case Study.

• Treasure Coast (Florida) RPC
  The Treasure Coast Regional Planning Council (TCRPC)'s Urban Design Studio provides assistance to its member communities to address land use and transportation planning issues. The studio has sponsored a series of planning charrettes for the communities of Indian River, St. Lucie, Martin, and Palm Beach. More recently, TCRPC has worked with other regional planning councils to host charrettes in Dade, Broward, Flagler and Polk counties. Each charrette lasts seven to ten days, during which time residents, landowners, staff, elected officials, and other participating agencies work with a team of designers to produce a master plan for the revitalization and growth of their community. A steering committee is created by the local government in advance of the charrette. An informational brochure is available on the TCRPC web site. Contact: TCRPC Urban Design Studio, Marcela Camblor (772-221-4060) or Michael Busha, TCRPC Director (772-221-4060).

• Teton County (Wyoming)
  To address transportation and land use issues in the rural community of Wilson, Wyoming, Teton County led a week-long community charrette that considered roadway design alternatives, pedestrian and bicycle access, future land use designations, and maintaining housing affordability. The charrette included a mix of public presentations, small-group discussions, workshops, and meetings with business owners. In an iterative process, the planning team presented concepts to the public, obtained feedback, and refined and developed the concepts. The results of the charrette included a Corridor Plan for Highway 22, a Community Plan encompassing all of Wilson, and a Mixed-Use Village Plan for the center of Wilson. Nearly 130 people participated. Contact: Paula Stevens, Teton County (307-733-3959).

Other References:

• Ames, Steven C., ed. (2001). Guide to Community Visioning. American Planning Association Planners Press: Chicago, IL.

• The National Charrette Institute is a nonprofit educational institution that helps communities achieve transformation through collaborative planning processes. NCI offers a "Charrette Start-Up Kit" that provides an introduction to charrette techniques.

Land Use Scenario Development

Scale of Application: State/regional planning

Possible Implementing Agencies: MPO/RPC, City/County, Other (nonprofit)

Examples:

• Sacramento (California) MPO
  As part of the Sacramento Blueprint regional visioning project, interactive GIS-based tools were used at workshops to help people test alternative development scenarios and their impacts. At a series of neighborhood workshops organized by the Sacramento Area Council of Governments (SACOG), participants were shown a base case land use map and asked to modify the zoning as they saw fit. Scenarios developed at a neighborhood level were then aggregated to the county level and used in county-wide workshops. For more information, see the [linkto new file: Sacramento, CA: Blueprint Sacramento] case study.

• City of Fort Worth (Texas)
  A transit corridors project led by the City of Fort Worth focused on identifying opportunities for transit-supportive development in 10 "urban villages" along five significant transit corridors. A series of public meetings and workshops were held with local property owners, neighborhood association leaders, and other interested parties. At one set of workshops, participants were given a set of game pieces corresponding to different types of land use (e.g., mixed-use, rail station, landscaping) along with a price tag. This exercise helped participants think about development concepts that would support transit and urban design objectives, while recognizing budget constraints. Contact: Dana Burghdoff, City of Fort Worth (817-392-8018).

• Envision Utah (nonprofit)
  The non-profit Envision Utah used an allocation workshop approach both to develop a regional Quality Growth Scenario and to help create community plans. The Nebo Community Vision project provides one example. On a workshop map, participants first identified all lands worthy of inclusion in a green space system. They were then asked to place the projected 2020 population increase within their community's boundary or annexation declaration. Development was placed by means of "chips," placeholders representing a constant acreage with a population that varied by development type. Development types range from "rural" to "conservation subdivision" to "main street." Quality Growth Scenario principles are beginning to be reflected in projects such as Daybreak, a 4,100-acre master-planned community situated adjacent to a proposed light rail station and featuring an extensive network of parks and open space, water-saving and energy-efficient building and site design, and a mixed-use, walkable development plan. Contact: Peter Donner, Envision Utah, (801-538-1529).

Visualization/Simulation Techniques

Scale of Application: State/regional planning, corridor/subarea planning, transportation project development, site planning and development

Possible Implementing Agencies: State DOT, MPO, City/County, Transit Agency

Examples:

• Cuba La Cueva, New Mexico
  The Federal Lands Highway (FLH) Division uses visualization techniques to incorporate context sensitive solutions into their projects. The Cuba La Cueva project involved a road re-alignment and a proposed bridge through a scenic valley. The FLH designer utilized a series of software programs (Microstation, 3D Studio Max and Photoshop) to render the proposed bridge. The simulated photos allowed FLH officials to accept a design concept that would be minimally intrusive to the surrounding scenic area. Contact: Tom Puto, FHWA (303-716-2087).

• Hartford (Connecticut) MPO and Town of Suffield
  As one component of a regional growth project, the Capitol Region Council of Governments (CRCOG) worked with the rural town of Suffield to conduct a Visual Preference Survey. The survey was instrumental in leading the town to adopt changes to plans and zoning to preserve rural areas and allow mixed-use development in town and village centers, and to undertake pedestrian and streetscape improvements to the town's Main Street. For more information, see the Suffield, CT: Charrette-based Planning Case Study.

• City of Lakewood, Colorado
  The City of Lakewood used 3-D visualization tools to visualize two future transportation-oriented developments planned in conjunction with the Denver Regional Transit District's proposed West Corridor light rail transit project. The visualization includes movies as well as still images illustrating proposed station designs, alternatives for the build-out of surrounding neighborhoods, and design treatments for adjacent roadways. The visualization was used to support neighborhood-based station area planning activities and the evaluation of alternative build-out scenarios. Contact: Roger Wadnal, City of Lakewood (303-987-7519).

• University of Kentucky
  The Kentucky Transportation Center has applied a technique known as Casewise Visual Evaluation (CAVE) to allow people to express their design preferences regarding a roadway or transportation-oriented development. CAVE can capture preferences for various combinations of design features and also can be applied in as little as a one-hour public meeting. It has been applied to rural highway corridor design in central Kentucky and to urban light rail transit system in Louisville. Contact: Ted Grossardt, University of Kentucky Transportation Center (859-243-0971).

• Olympia (Washington) MPO
  The Thurston Regional Planning Council (TRPC) overlayed aerial photos onto topographic relief maps to create "flyover" images of development patterns. The images are stitched together in a movie that illustrates different patterns of development. The flyover images were used in region-wide policy maker forums to bring elected officials together to discuss transportation and land use issues from a regional perspective. One outcome of the forum was the Vision Reality Task Force project, which took a closer look at how the visions and policies in the region's comprehensive plans compare to actual existing conditions. To continue this project, TRPC is initiating a process to discuss how the region's growth trends fit into and are impacted by larger trends originating in the Seattle area, and how to better manage these pressures. TRPC reports that the flyover tool was useful in helping policy makers understand the significance of their everyday decisions, more fully appreciate the transportation-land use connection, and support the work of the Vision Reality Task Force. Contact: Thera Black, TRPC (360-956-7575).

Other References:

• See also the tools described under "GIS and Technical Analysis," many of which can be used for visualization and simulation.

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GIS and Technical Analysis

CommunityViz CommunityViz is a tailored GIS software package allows users to create and manipulate a virtual representation of a town and explore different land use scenarios.

CorPlan CorPlan is a GIS and spreadsheet-based model to assist in creating alternative regional development scenarios as input to a travel demand model. CorPlan estimates regional land development potential using prototypical "community elements" as building blocks. Each element represents a quarter-mile diameter area and is illustrated by a photograph and plan diagram that convey its visual characteristics. Each element also has a unique set of socioeconomic and land use characteristics. Elements are manually assigned to different areas and then corresponding data are aggregated using GIS and used as input to the travel demand model.

GIS Environmental Mapping/Analysis State, regional, and local agencies, as well as non-profit organizations, have undertaken database development, mapping, and analysis of land use, community, and environmental features using geographic information systems (GIS). These databases and analysis tools have been used to assist in transportation facility routing and planning that minimizes land use, community, and environmental impacts.

MetroQuest Metroquest is a regional scenario planning/analysis tool developed in Canada. MetroQuest allows agency staff and workshop participants to create regional transportation and land use scenarios on the fly, see scenarios evolve over time, evaluate key tradeoffs, examine scenarios in detail, and compare scenarios side by side. Underlying MetroQuest is a model linking demographics, land use, transportation, the macroeconomy, infrastructure, air quality, water, and energy.

Paint the Town/Paint the Region Paint the Town/Paint the Region is a GIS-based tool used to develop demographic forecasts at a municipal and regional level. Similar land uses are grouped into "paint palettes" representing different land use types and densities. Using a laptop computer and stylus driven monitor, users apply the paint palettes to parcels or land use polygons within their community. The software calculates total population, households, and jobs based on an allocation. A version of the model is available with three-dimensional representation capabilities.

PLACE³S The PLACE³S model (PLAnning for Community Energy, Environmental, and Economic Sustainability) is a GIS-based analytical tool to support community land use and transportation planning. Using parcel or polygon level information on existing and/or future land use, the model calculates a range of community indicators including vehicle-travel, return on investment, housing type mix, land consumption, energy consumption, and other environmental impacts. I-PLACE³s is a variation which can be run over the Internet. PLACE³S software is in the public domain.

Rural Traffic Shed Model The rural traffic shed model is a method for allocating development permits based on the capacity of the roadway system. It is most applicable where there is a general flow of traffic towards an urban center. The method requires dividing a rural area into "traffic sheds" based on land served by various collectors and arterials. Trip generation rates associated with various land uses are applied to estimate traffic volumes and compare future volumes to roadway capacity with a given amount of development. The method includes a market-based system for phasing development concurrent with roadway improvements.

Smart Growth Index Smart Growth Index is a sketch-planning transportation, land use, and community impact model. The model utilizes parcel or polygon level land use data along with street centerlines and transit routes. Users define an analysis area, select indicators to be measured, assemble GIS data, prepare and evaluate a baseline scenario, prepare and evaluate alternative scenarios, and compare the scenarios. In addition to computing indicators, a forecasting module allows future land use patterns to be forecast based on transportation network accessibility measures.

Space Syntax/Ped-GRiD Space Syntax and Ped-GRiD (Pedestrian Geographic Resources Information Database) are GIS-based modeling techniques to identify urban locations that have a potential to increase pedestrian use, based on location of pedestrian-oriented land uses and other facilities. The methods use available or readily obtainable data including census data, street networks, major trip generators, and pedestrian count samples to predict pedestrian volumes throughout a city.

CommunityViz

Scale of Application: State/regional planning, site planning and development

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Fort Collins (Colorado) MPO
  The North Front Range Transportation and Air Quality Planning Council (NFRT&AQPC) is using CommunityViz to develop and compare alternative future land use scenarios and their impacts on the transportation system. Starting with baseline land use and environmental data for area communities, CommunityViz is being used in consultation with local officials to allocate forecast development. The model is being used as part of the "Envision the North Front Range" project and will be used to inform the next long-range transportation plan update. Contact: Cliff Davidson, NFRT&AQPC (970-416-2257).

• Randolph (Vermont) RPC and Town of Randolph
  The Two Rivers-Ottauquechee Regional Commission and the Town of Randolph used the CommunityViz model, including its SiteBuilder 3-D visualization software component, to examine development options for a freeway interchange. The design and placement of a welcome center and a park-and-ride facility were examined by a steering committee of local stakeholders, and the results presented to the Randolph public. The committee and TRORC are working to implement the preferred interchange scenario by revising zoning, developing an access management plan for the State road traversing the interchange, working with the Vermont DOT to design and build a park-and-ride facility; and developing land conservation strategies for parcels with sensitive viewsheds. Contact: TRORC (802-457-3188).

• City of Longmont (Colorado)
  The City of Longmont used CommunityViz software to help plan the St. Vrain Greenway pedestrian path connecting the city with a newly developed community and district park located on the edge of the city. Use of the CommunityViz software helped the Master Plan Committee conduct a comprehensive analysis of the social, economic and environmental sensitivities. Citizens and stakeholders were able to compare alternatives through predictive models. The effort resulted in the plan for a 6.5-mile greenway corridor that was widely supported by neighbors and the community. Contact: Paula Fitzgerald, City of Longmont (303-651-8448).

• City of St. George (Utah)
  The City of St. George, faced with tremendous growth, used the CommunityViz software to compare the outcomes of a current growth plan against an alternative that included "smart growth" concepts. The software was particularly useful for comparing the impacts that each scenario would have on public service costs, energy costs, walkability, and vehicle miles traveled, in addition to many other measures. The technology allowed the project team to work interactively during meetings so that members could see the impacts of decisions instantly and three dimensionally. The CommunityViz software illustrated to the community of St. George that increasing the density of residential areas would create a transit-friendly area that would support a bus system and reduce travel time and expenses for residents.

Other References:

• CommunityViz software

CorPlan

Scale of Application: State/regional planning

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Binghamton (New York) MPO
  The Binghamton Metropolitan Transportation Study (BMTS) used CorPlan as part of a regional visioning and scenario planning process. See: Full project description under "Regional Visioning and Scenario Planning." [Link To: Previous project reference]

• Charlottesville (Virginia) MPO
  The Thomas Jefferson District Planning Commission (TJPDC) used CorPlan to develop and model alternative regional land use scenarios as part of the Eastern Planning Initiative, a public visioning process. Three growth concepts were created through public workshops: core, nodal, and dispersed. The results were modeled to show differences in transportation and other impacts for each alternative. Contact Harrison Rue, TJPDC (434-979-7310). See also FHWA: Land Use and Transportation Modeling Tools - CorPlan Model; TCSP Case Study #5.

Other References:

CorPlan Model -Contact: Chris Sinclair, Renaissance Planning Group, 407-487-0061.

GIS Environmental Mapping/Analysis

Scale of Application: State/regional planning, corridor/subarea planning, transportation project development, local comprehensive planning

Possible Implementing Agencies: State DOT, MPO/RPC, City/Count, Transit Agency, Other (nonprofit)

Examples:

• Tucson (Arizona) MPO
  Through its Regional Remote Sensing project, the Pima Association of Governments (PAG) has collected high-resolution digital imagery for use in transportation and land use planning by regional and local agencies. Since 1998, the region has invested $3.6 million collecting high resolution imagery with sub-meter accuracy. The data are being used in transportation corridor studies, preliminary roadway design, hydrology and watershed analysis, floodplain mapping, land use planning, zoning code enforcement, and other applications in the public and private sectors. The data are maintained by PAG on a web-based Regional Data Center. Contact: Andrew Gunning, PAG (520-792-1093). See the Tucson, AZ: Orthophoto Case Study.

• Riverside County (California)
  GIS has helped Riverside County use data on high-priority conservation areas, identified through a multi-species habitat planning effort, to select transportation corridors that reduce ecological impacts by avoiding sensitive areas or minimizing fragmentation of these areas. The process has made use of a comprehensive biological and physical database that includes information on vegetation, species occurrences, wetlands, topography, soils, and aerial photography. Outcomes of the project have included adoption of an updated general plan and a Multi-Species Habitat Conservation Plan, which will lead to the protection of 153,000 acres. Contact: Cathy Bechtel, RCTC (951-787-7141).

• Conservation Research Institute, McHenry County (Illinois)
  Stakeholders in suburban McHenry County used GIS to help develop a sustainable transportation and land use plan for a developing arterial road corridor. Environmental GIS data were used to map suitable ecological habitat for five indicator species. A build-out analysis was performed based on planned densities and land uses. GIS was then used to create alternative land use plans and identify transportation facility alignments that would minimize impacts on these ecologically sensitive areas. With the support of the U.S. Environmental Protection Agency and local jurisdictions, representative codes and ordinances are being developed to support the conservation approach recommended in the study. Contact: David Yocca, Conservation Design Forum (630-559-2002). See also: Room for Growth, Room for Open Space (Conservation Research Institute, 2002).

Other References:

• Federal Highway Administration. Case Studies in GIS. These case studies include examples of the use of GIS for environmental analysis in the selection of roadway alignments in North Carolina and San Diego, California.

• Federal Highway Administration. GIS in Transportation web site. This web site features numerous examples of the use of GIS in transportation planning and project development, including use of GIS to consider land use and environmental factors.

• Shenandoah Mountain Geographics, Inc. (2003). The Use of Imagery in Transportation Planning: A Guidebook. Washington, D.C. Published with technical support from the U.S. Department of Transportation, this guidebook presents key concepts in remote sensing, offers examples of the use of imagery in activities supporting transportation planning, and provides information about integrating the imagery and the derived products from geographic information systems.

MetroQuest

Scale of Application: State/regional planning, local comprehensive planning

Possible Implementing Agencies: State DOT, MPO/RPC, City/County

Examples:

• Idaho Transportation Department
  The Idaho Transportation Department (ITD) used MetroQuest in a two-year, scenario-based planning process to support the creation of a statewide transportation vision. Idaho's Transportation Future: Getting There Together was a process that engaged more than 750 people between 2002 and 2004. MetroQuest was used in a three-day workshop to create and visualize scenarios and evaluate the results using a suite of performance measures. The result of the process was a comprehensive Vision Statement for the movement of people, materials, products, and information based on statewide transportation system partners' values and priorities. Contact: Matthew Moore, ITD (208-334-8201).

• Municipality of Whistler (British Columbia)
  The Resort Municipality of Whistler used MetroQuest to support the development of a Comprehensive Sustainability Plan. The tool was applied in a highly participatory and collaborative process to consider alternative development scenarios for the city. The preferred scenario became the official plan for the municipality and implementation is now underway. The plan includes recommended actions for transportation as well as 15 other strategy categories. Contact: Mike Vance, Resort Municipality of Whistler (614-935-8118).

Other References:

• MetroQuest software – Contact Dave Biggs, Envision Sustainability Tools (604-225-2010).

• Presentation at the 2005 Association of Metropolitan Planning Organizations (AMPO) Annual Conference.

Paint the Town/Paint the Region

Scale of Application: State/regional planning, local comprehensive planning

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Chicago (Illinois) MPO
  The Northeastern Illinois Planning Commission (NIPC) used Paint the Town in the Chicago area to develop demographic forecasts for 277 municipalities. Meetings lasting between one-half hour and four hours each were held with municipal elected officials and staff to identify areas where development was expected by 2030, and what type of development was expected. During the meetings, plans were reworked or alternative scenarios created based on estimate of total population, households, and jobs from the current scenario and a comparison to established forecasts for the community. Contact: Jack Pfingston, NIPC (312-454-0400)..

• Kansas City (Missouri) MPO
  The Mid-America Regional Council (MARC) is using the Paint the Town tool to develop long-range land use forecasts for use in transportation planning. To support this effort, the agency assembled parcel-level existing land use data from counties and cities in the region and worked with local governments to aggregate their land use plans into a consistent planned land use map. Due to the fact that cities in the region plan for ultimate build-out while the long-range transportation plan requires forecasts for a definite horizon year, some method of staging the forecast of development was required. MARC applied a development suitability score to each vacant parcel throughout the town. Potential growth was allocated to parcels, and this information was added to the Paint the Town tool. As of 2005, the agency is completing a baseline forecast. In 2006, MARC will use Paint the Town, in conjunction with post-processing tools, to examine the public infrastructure cost implications of alternative regional growth scenarios to inform the development of the next long-range transportation plan. Contact: Frank Lenk, MARC (816-474-4240).

Other References:

• Paint the Town software - Contact Eliot Allen, Criterion Engineers/Planners (503-224-8606).

PLACE³S

The PLACE3S model (PLAnning for Community Energy, Environmental, and Economic Sustainability) is a GIS-based analytical tool to support community land use and transportation planning. Using parcel or polygon level information on existing and/or future land use, the model calculates a range of community indicators including vehicle-travel, return on investment, housing type mix, land consumption, energy consumption, and other environmental impacts. I-PLACE³s is a variation which can be run over the Internet. PLACE³S software is in the public domain.

Scale of Application: State/regional planning, corridor/subarea planning

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Sacramento (California) MPO
  The Sacramento Area Council of Governments (SACOG) used I-PLACE3s in conjunction with a regional land use model and travel demand model enhancements to provide real-time feedback in public workshops on the effects of different land use options on transportation, open space, and other conditions. The model was used to support the Sacramento Blueprint regional planning and visioning project. For more information, see the Sacramento, CA: Blueprint Sacramento case study.

• City of San Diego (California)
  Community stakeholders used PLACE³S to assess the impacts of alternative zoning and redevelopment plans for the Mid-City neighborhood in San Diego. A unique feature of the application was an economic impact model which shows the viability of new development on each parcel in the study area given existing zoning constraints, development costs, and market conditions. Contact: Nancy Hanson, California Energy Commission (916-654-3948). See also TCSP Case Study #6.

Other References:

• PLACE³S homepage (California Energy Commission)

Rural Traffic Shed Model

Scale of Application: Local comprehensive planning

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• Little Rock (Arkansas) MPO
  Using a similar approach to that taken in Williamson County, Tennessee, a Rural Traffic Shed Model was developed by METROPLAN, the MPO for Little Rock, and applied on a pilot basis to the rural portions of Pulaski and Saline Counties. A set of sample regulations was developed for each county consistent with the traffic shed analysis. Contact: Richard Magee, METROPLAN Director of Planning (501-372-3300).

• Williamson County (Tennessee)
  A traffic shed-based approach is being used as a regulatory tool in Williamson County to allocate development capacity using a market-based approach. The approach has allowed the county to achieve a high rate of growth while generally maintaining its rural character outside the fringes of urban areas. The approach has also generally kept traffic volumes in balance with the capacity of county roadways. See also: Kendig, Lane (1999). Traffic Sheds, Rural Highway Capacity, and Growth Management. Planners Advisory Service Report 485, American Planning Association, Chicago, IL. Tocknell, Steven (2002). Traffic Sheds in Williamson County, Tennessee. Presented at the 2002 American Planning Association National Planning Conference, Chicago, IL.

Smart Growth Index

Scale of Application: State/regional planning, corridor/subarea planning, local comprehensive planning, site planning and development

Possible Implementing Agencies: MPO/RPC, City/County, Transit Agency

Examples:

• Wilmington (Delaware) MPO
  The Wilmington Area Planning Commission (WILMAPCO) used SGI to evaluate alternative brownfield redevelopment scenarios and a TOD development. A "base condition" focused on a vacant property targeted by the city and State for future economic development activity, while alternative scenarios tested a variety of options at each site, including high density residential, intense commercial, and industrial. SGI is also being applied in "forecast" mode to model the impacts of the long-range transportation plan. Contact: Dan Blevins, WILMAPCO (302-737-6205 ext. 21).

• Charleston (South Carolina) MPO
  The Berkeley-Charleston-Dorchester Council of Governments used SGI to project future growth patterns for this three-county area, based on current policies and planned infrastructure improvements. The council then examined the environmental quality and transportation capacity impacts of each scenario. The information is being used to used to aid regional discussions concerning growth patterns. Contact: Haila Maze or Dan Hatley BCDCOG (843-529-0400).

• San Antonio (Texas) transit agency and City of San Antonio
  San Antonio planning groups worked with a broad coalition of stakeholders to analyze future development opportunities in the Broadway corridor. SGI was used to analyze the impacts of a new development plan focusing on mixed-use, reuse, and transit-oriented development, and compared these impacts to existing conditions and conditions expected under existing plans. Contact: Manjiri Akalkotkar, VIA Transit (210-362-2092).

• Burlington (Vermont) MPO
  The Chittenden County MPO (CCMPO) used an adaptation of SGI to create a land use decision support system. A "snapshot" module uses a set of indicators to benchmark existing conditions, evaluate alternative courses of action, and monitor change over time. A "forecast" module predicts the location of future housing and employment based on transportation accessibility and local land use policies. The CCMPO is disseminating the Snapshot software to other planning entities and local municipalities to support their planning efforts and to help them better understand the relationship between transportation and land use. Contact: David Roberts, CCMPO (802-660-4071)

Other References:

• Smart Growth Index model (U.S. Environmental Protection Agency) Contact: Eric Sprague (202-566-2861).

Space Syntax/Ped-GRiD

Scale of Application: State/regional planning, corridor/subarea planning

Possible Implementing Agencies: MPO/RPC, City/County

Examples:

• City of Oakland (California)
  The City of Oakland applied Space Syntax methods to identify locations with a high pedestrian demand and a low supply of facilities, based on locations of population and employment, trip generators, and pedestrian facilities. The maps also showed locations of pedestrian/vehicle collisions. The city also solicited community input to identify areas avoided by pedestrians. The results were used to help the city develop the Oakland Pedestrian Master Plan adopted in November 2002. Contact: Zach Wald, City of Oakland (510-238-7013). Oakland, CA: Pedestrian Plan.

• Southern California MPO
  The Southern California Association of Governments (SCAG) used a GIS application known as Ped-GRiD, based on Space Syntax principles, to develop a non-motorized transportation plan that established a regional framework of locations with the best potential for pedestrian activities. Planners analyzed the locations of pedestrian-oriented land uses, bicycle and multi-modal transportation nodes, and bicycle and pedestrian routes, and used this information to determine where to allocate funds for improvements. Contact: Joe Carreras, SCAG Department of Planning and Policy (213-236-1856).

Other References:

• Local Government Commission. "Geographic Information Systems: A Tool for Improving Community Livability."

• Raford, Noah, and David R. Ragland (August 2003). "Space Syntax: An Innovative Pedestrian Volume Modeling Tool for Pedestrian Safety." U.C. Berkeley Traffic Safety Center, paper UCB-TSC-RR-2003-11.

• Space Syntax has been more widely applied in Europe.

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Project Prioritization and Funding

State Fiscal and Regulatory Incentives State agencies have provided incentives, including prioritization of capital funds and regulatory streamlining/ expedited permitting, for jurisdictions adopting policies and implementing projects that support "smart growth" or other development principles such as enhancing walkability, pedestrian friendliness, and transit-oriented site design in urban neighborhoods. Examples of participating state agencies include departments of transportation, housing, economic development, community development, and environmental protection.

Project Screening and Selection Criteria MPOs have adopted transportation project selection criteria for the long-range transportation plan (LRTP) or transportation improvement program (TIP) that consider "smart growth" criteria, consistency with a State or regional land use plan or vision, and/or other land use objectives/criteria.

Funding for Streetscape, Urban Design, and Multimodal Improvements State and regional agencies have used Federal transportation funds and other State and local sources to implement state capital improvements and fund local capital improvements that enhance walkability, pedestrian friendliness, and transit-oriented site design in urban neighborhoods. In many cases the funds are provided as "implementation" grants to communities that have already undertaken state or regionally-funded planning activities for a specific area.

Transit Corridor and Station Area Development Programs State DOTs, MPOs, transit agencies, and cities have provided technical assistance, financial assistance, and outreach to promote transit-supportive development in transit station areas and corridors. These comprehensive station area development programs have been aimed at addressing all of the various barriers to achieving transit supportive development in existing or planned station areas.

Funding for Streetscape, Urban Design, and Multimodal Improvements

Scale of Application: State/regional planning, transportation project development, site planning and development

Possible Implementing Agencies: State DOT, MPO/RPC, City/County, Transit Agency

Examples:

• San Francisco (California) MPO
  Since 1998, the Metropolitan Transportation Commission's (MTC) Transportation for Livable Communities program has provided planning and capital improvement grants for town centers, public transit hubs, key streets and other improvements designed to foster community vitality. The Housing Incentive Program provides additional funding for streetscape, pedestrian, bicycle, and other infrastructure improvements for communities building housing within 1/3 mile of rapid transit stations. Between 1998 and 2003, the programs funded $2.2 million in planning grants and over $54 million in capital grants and housing incentives. Funding has come from Federal sources including STP, CMAQ, and Transportation Enhancements, as well as from the State Transportation Development Act. Contact: Evelyn Baker, MTC (510-464-7753).

• Minneapolis-St. Paul (Minnesota) MPO
  The Livable Communities Grant Program, established by the Minnesota legislature in 1995, has provided grants to communities in the Minneapolis-St. Paul metropolitan area to develop plans and implement mixed-use, walkable neighborhoods, brownfields cleanup, and affordable housing projects. Administered by the Metropolitan Council, the program has provided over $128 million in funding and is expected to leverage over $3 billion in private investment. Contact: Jan Gustafson, Metropolitan Council (651-602-1384).

• New Jersey Transit
  The Transit-Friendly Planning Assistance Program provides technical assistance to willing communities through on-call consultants with expertise in transportation planning, urban design, market analysis, economic development, downtown revitalization and community outreach. The program has resulted in the creation of several consensus-based, transit supportive land use "vision plans" communities are using to guide development at and around surrounding existing or proposed transit facilities. Contact: Vivian Baker, New Jersey Transit (973-491-7822).

• Dallas (Texas) MPO
  Through the Land Use-Transportation Joint Venture Program, the North Central Texas Council of Governments (NCTCOG) provided $41 million in STP and CMAQ funds between 2002 and 2004 for 19 transportation improvements (such as pedestrian and bicycle improvements) supporting transit-oriented developments, mixed-use, urban developments, and infill developments. Federal funds were matched with local, private sector funds, local/city funds, tax increment financing district funds, and right-of-way land donations. Due to the success of the first call for projects, NCTCOG issued a second $40 million Sustainable Development call in October 2005. In addition to transportation infrastructure improvements, funds are available for land banking and local sustainable development planning programs. NCTCOG reports that as a result of the first call for projects and in anticipation of the second call, many local governments have updated or changed their zoning to include classifications that will allow mixed-use sustainable development projects to be built by right. In addition, NCTCOG is "trading" local for federal dollars to streamline and quicken implementation of small infrastructure projects that support development. Contact: Alicia Hopkins, NCTCOG (817-608-2380).

• Massachusetts Executive Office of Transportation
  The 2004 Massachusetts' Transportation Bond Bill directed the Office for Commonwealth Development (OCD) to create a Transit Oriented Development Infrastructure and Housing Support Program, to be administered through the Executive Office of Transportation (EOT). The program is providing $30 million in financial assistance to public agencies for pedestrian improve­ments, bicycle facilities, housing projects, and parking facilities in mixed use developments located within one-quarter mile of a transit station. EOT is collaborating with the Department of Housing and Economic Development (DHED) on implementing the housing component of this program. To ensure that projects support TOD principles, OCD, in consultation with EOT and DHED, established specific evaluation criteria for each of the four project types. Contact: Jane Healey, OCD (617-573-1388).

Project Screening/Selection Criteria

Scale of Application: State/regional planning

Possible Implementing Agencies: State DOT, MPO/RPC

Examples:

• Denver (Colorado) MPO
  The Denver Regional Council of Governments' (DRCOG) selection criteria for local projects in the 2005-2010 TIP include up to 16 points (out of 100) for various, specified local actions supporting the regional Metro Vision. Points are awarded for a variety of criteria including signing the regional Mile High Compact, protecting open space, approving infill and mixed use development plans, adopting zoning changes, completing major streetscape projects, and building multi-family housing.

• Wilmington (Delaware) MPO
  In the late 1990s, the Wilmington Area Planning Commission (WILMAPCO) designated "Transportation Investment Areas" in the Wilmington region, including Center, Community, Development, and Rural areas. The agency has used these areas in the screening of projects for the LRTP to ensure that projects are appropriate to their respective area. WILMAPCO reports that a primary application of the policy has been to identify urban centers in which pedestrian and bicycle facilities should be included along with roadway improvements. Contact: Heather Dunigan, Principal Planner (302-737-6205).

• Maryland State agencies, including DOT
  Since the late 1990s, the State of Maryland has used priority funding areas to set criteria for State investments, including transportation investments by the Maryland Department of Transportation (MDOT). Priority Funding Areas are locations where the State and local governments want to target their efforts to encourage and support economic development and new growth. The criteria have led to the removal of bypass projects from MDOT's capital funding program, multimodal improvements in urban areas, and the use of access control as a tool for locating development. Contact: Don Halligan, MDOT Transportation & Land Use Planning (410-865-1294).

• Seattle (Washington) MPO
  The Puget Sound Regional Council's (PSRC) 2002 Regional TIP Policy Framework includes project selection criteria for consistency with Vision 2020, a regional transportation and land use vision adopted in 1990 and updated in 1995. Candidate TIP projects receive points for supporting designated urban centers, manufacturing/industrial centers, and connecting corridors, with specific criteria including circulation/continuity, urban environment, mobility/accessibility, benefit to the center, and sustainability. See: Puget Sound Regional Council, "Regional Project Evaluation Criteria."

State Fiscal and Regulatory Incentives

Scale of Application: State/regional planning, corridor/subarea planning, transportation project development, local comprehensive planning, site planning and development

Possible Implementing Agencies: State DOT, other (State agency)

Examples:

• New Jersey DOT
  The New Jersey DOT (NJDOT), as part of its Future in Transportation (FIT) Program, is prioritizing investment in communities that work with NJDOT and other State agencies on land use planning issues. NJDOT is providing support for planning studies in these communities (such as corridor studies) that address transportation and land use in tandem, and will give priority to projects in these communities. NJDOT's overall FIT program also includes context-sensitive design, network connectivity policies, balanced street design guidelines, and an emphasis on community involvement. Contact: Gary Toth, NJDOT (609-530-5262).

• Oregon State agencies, including Oregon DOT
  The State of Oregon has developed an Integrated Investment Strategy to ensure that programs at five state agencies support growth management objectives and are consistent. A Community Solutions Team provides quick-response technical assistance to communities that have a transportation-related land use issue, for example, working with a major employer to stay downtown instead of moving to a greenfields location. For more information, see the Oregon (Statewide): Community Solutions Team case study.

• Utah State agencies, including Utah DOT
  Under the Governor's Quality Growth Communities Program, four state agencies in Utah, including the Utah DOT (UDOT), are offering planning assistance and funding priority to jurisdictions that enact "smart growth" measures. Cities, towns, counties, special districts, transit authorities and other service providers are eligible for the program. To be eligible, entities must apply for designation as a "Quality Growth Community" or a "Quality Growth Service Provider." To become certified, a community must be engaged in an enhanced community planning process, including working closely with neighboring communities on areas of common concern. This program was initiated in January 2004. Contact: John Bennett, Governor's Office of Planning and Budget (801-538-1027).

Transit Corridor and Station Area Development Programs

Scale of Application: Site planning and development

Possible Implementing Agencies: State DOT, MPO/RPC, City/County, Transit Agency

Examples:

• San Francisco (California) transit agency
  In 2002 the Bay Area Rapid Transit Authority (BART) adopted a new system expansion planning process and criteria that emphasize cost-effectiveness, ridership generation, multi-modal access, transit-oriented development, local partnerships, and the use of appropriate transit technologies. As part of the process, localities are encouraged to prepare a Ridership Development Plan that puts in place transit-supportive plans, zoning, infrastructure and services. Application of the new process has led to transit-supportive plans and zoning changes in several local jurisdictions. Jurisdictions not prepared to make the land use changes needed for a high project rating are encouraged to consider lower-cost transit alternatives. Contact: Ellen Smith, BART (510-287-4758).

• Dallas-Fort Worth (Texas) transit agency
  The Dallas Area Rapid Transit's (DART) transit station Economic Development Program has helped stimulate high-density development around light rail transit stations. The program is targeted primarily at the development community, and its objective is to leverage transit-oriented development by providing information on available sites and financial incentives for developers. Fact sheets include a detailed station area profile of each of the stations along DART's existing light rail lines and along planned future extensions. DART also organized Economic Development Summits at which members of the development community and the planning community could to share experiences, insights, and perspectives on developing projects near transit. Through 2005, approximately $3.3 billion in new investment has occurred near DART stations. Contact: Cheri Bush, DART (214-749-2568).

• City of Fort Worth (Texas)
  The City of Fort Worth has undertaken the development of community-based plans, fiscal incentives, and public investment to target growth to 10 "urban villages" along bus transit corridors. In each village, the city undertook a community-based charrette process to gain consensus among local stakeholders about appropriate types of development. The city is offering fiscal incentives to cover financing gaps for innovative projects that are potentially profitable but which lenders may not have enough confidence to finance. To date, approximately $10 million in public-sector investment in infrastructure improvements and development incentives has leveraged $112 million in private development that is now in the permitting or planning stages. The city has required developers applying for building permits and financial incentives to meet specific design criteria. As a result, proposed projects are pedestrian-oriented, mixed-use, and higher-density urban infill. Contact: Dana Burghdoff, City of Fort Worth (817-392-8018).

• Florida DOT
  Florida DOT's (FDOT) District 5 office (Fort Lauderdale) has sponsored TOD planning and joint development activities to support new commuter rail in the region, a proposed light rail system, and other corridors and areas with high levels of transit service. The office has issued requests for proposals (RFPs) for large, underutilized park-and-ride lots with the intention of redeveloping them with high-density, mixed-use development and structured parking. For example, FDOT is working with a community developer at one station to construct seven-story apartments with 20 percent affordable units, a high school, police annex, and commercial and retail space. Contact: Jeff Weidner, FDOT District 5 (954-777-4670).

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Design Guidelines and Standards

Context Sensitive Design/Solutions Context Sensitive Design and Context Sensitive Solutions (CSD/CSS) are a planning approach for transportation projects and facility design oriented toward meeting the needs of users, the community served, and the natural environment. CSD/CSS policies and practices can support local land use plans by ensuring that transportation facilities are compatible with a particular community land use pattern and urban or rural environment.

Local Road Design Guidelines Guidelines or standards developed for local streets that permit or specify widths, street geometry, utility placement, and provision of bicycle and pedestrian facilities that promote walkable, human-scaled communities. Through the Regional Transportation Plan, MPOs can work with member jurisdictions and State agencies to establish road network and facility design policies that support regional and local land use objectives, and to fund projects consistent with these design policies.

Access Management State and local agencies have worked to control access to properties along major roadways to improve traffic flow and safety. Access management principles include restricting uncontrolled driveway access onto major arterials, restricting left turns, providing internal connectivity among properties, and providing adequate "throat depth" on connecting streets to avoid traffic conflicts. Different levels of access management can be applied based on street classifications and/or area land use designations, to ensure that the principles applied are both consistent with the function of the transportation facility and respect the character of the land uses and neighborhood served.

Road Swaps and Transfers When a State highway also serves as the main street of a traditional downtown, State agency design requirements or needs related to through traffic movement may conflict with local economic development objectives that require calming traffic and creating a more pedestrian-friendly environment. Rather than expanding capacity on downtown arterials, State and local agencies have worked to identify alternative through routes for traffic, and in some cases have transferred or swapped jurisdiction to allow both local and State objectives to be achieved.

Pedestrian and Bicycle Facilities Design Guidelines/Programs State DOTs and MPOs have provided assistance to county and city governments to develop and implement pedestrian and bicycle facility improvement plans. This assistance may include guidance on land use and site design to support pedestrian, bicycle, and transit access.

Model Zoning and Subdivision Ordinances State agencies, MPOs, professional groups, and nonprofits have created model ordinances for transit-oriented development, traditional neighborhood development, or other growth patterns that improve transportation-land use integration. These ordinances are designed to be modified and adopted by local jurisdictions who may not have the resources to research and write their own ordinance from scratch.

Access Management

Scale of Application: Corridor/subarea planning, transportation project development, site planning and development

Possible Implementing Agencies: State DOT, City/County

Examples:

• Martin County (Florida)
  Martin County, Florida's Roadway Design Ordinance (no. 561) includes a section on access management addressing the access classification of the roadway and related intersection spacing standards, corner clearance, access among properties, driveway spacing and design, and overlay zones. The ordinance also includes sections on mobility and connectivity, with the intent of discouraging the use of local streets for cut-through traffic while maintaining the overall connectivity of the roadway system for vehicle traffic, bicyclists, and pedestrians.

• Vermont DOT
  The Vermont Agency of Transportation (VTrans) first published its Access Management Program Guidelines in 1999. In 2004 and 2005, VTrans updated these guidelines, undertook a significant outreach program, and developed a comprehensive web site; as a result, the agency notes significant interest from developers, consultants, and municipalities (including an average of 22 visitors and 94 hits a day to the web site). The guidelines establish a six-level access classification system and associated standards in order to ensure consistency in the access permitting process for the State Highway System. Standards cover criteria for granting direct accesses and for allowing right and left turns, spacing of accesses that are or may become signalized, and separation of opposing traffic movements. Criteria for granting access permits include consistency with state land use goals, state agency plans, and regional and local land use plans. Contact: Craig Keller, VTrans (802-828-2485); or Kim Murray, VTrans (802-828-2629).

Other References:

• The Transportation Research Board's Access Management web site contains numerous resources on access management, including an introduction to access management principles, guides and handbooks, research on benefits and impacts, and model codes and ordinances developed by state and local agencies.

• National Cooperative Highway Research Program (NCHRP) Report 548: A Guidebook for Including Access Management in Transportation Planning offers guidance for implementing access management through the transportation planning process.

Context Sensitive Design/Solutions

Scale of Application: Transportation project development

Possible Implementing Agencies: State DOT, City/County

Examples:

• California Department of Transportation
  The California Department of Transportation's (Caltrans) Context Sensitive Solutions (CSS) Program includes a $2.5 million task order contract to provide on-call support services to support community outreach statewide and encourage early public participation. As of 2004, 49 task orders have been funded supporting planning and public involvement activities throughout the State. These have included studies on land use, such as the San Joaquin Growth Response Study, in which Caltrans is assisting the Fresno metropolitan area with the development of a process and tools to link planning for transportation, land use, the environment, and the economy. Also in the San Joaquin Valley, Caltrans developed the Route 99 Corridor Enhancement Master Plan to strengthen community identity, unify freeway improvements, and develop design concepts that tie communities through the valley together and foster a valley-wide identity. Other CSS implementation activities have included adoption of official agency policy, statewide training for Caltrans and local agency staff, a highway design manual philosophy statement, a project development procedures manual philosophy statement, a stakeholder involvement communication handbook for project managers, several best practices public participation guides, a booklet on livability concepts for design and operations of main streets, and CSS project case studies. Contact: Carolyn Dudley, Caltrans (916-654-5505).

• Minnesota DOT
  The Minnesota DOT (Mn/DOT) has adopted a policy on CSD and has sponsored one-day workshop for engineers, managers, planners, landscape architects and other local government professionals who are involved in transportation project development. The Workshop Participant Manual includes case studies.

• New Jersey DOT
  The New Jersey DOT (NJDOT) formally incorporated CSD into its procedures in 1999 and since then has conducted a series of statewide trainings in context-sensitive design reaching over 600 DOT staff, local agency staff, and consultants. The trainings address community placemaking, engineering and liability issues, consensus-building and community participation, and conflict resolution and negotiation. Contact: Dick Dunn, NJDOT Chief of Design (609-530-2733).

• New York State DOT
  The New York State DOT (NYSDOT) has implemented CSS since 1999 through an implementation plan, engineering instructions, and providing other tools and training. The department gives annual awards for exemplary projects, and highlights these projects on its web site. Nearly 40 projects from each region of the state have been highlighted since the award program began in 2000.

• Vermont DOT
  In 1997, the Vermont Agency of Transportation (VTrans) adopted a set of revised State highway design standards. The standards were designed to be flexible and to allow and encourage creative methods to minimize impacts on scenic, historic, archaeological, environmental and other important resources. Contextual and situational issues for each project are identified early in the design process, before geometric values are selected. VTrans is applying the flexibility in its standards to reduce the community impacts of improvements to National Highway System roads through small towns such as Danville and Brandon. A key to Vermont's success in implementing these standards was their adoption into law by the State. Contact: Bob Shattuck, VTrans Chief of Design (802-828-2664).

Other References:

• Maryland State Highway Administration (revised 2003). When Main Street is a State Highway: Blending Beauty, Function, and Identity. This document discusses not only design principles but also a community-based planning and project development process to integrate land use, transportation, and economic development. The Main Street process has been applied in over 120 roadway projects.

• Many other States have adopted or are in the process of adopting CSD/CSS policies and practices. The FHWA CSD/CSS website provides general information on the subject.

• The National Transit Institute offers a three-day course for transportation professionals and others entitled Context Sensitive Solutions in a Multi-Modal Environment.

Local Road Design Guidelines

Scale of Application: State/regional planning, corridor/subarea planning, transportation project development, local comprehensive planning, site planning and development

Possible Implementing Agencies: State DOT, MPO/RPC, City/County

Examples:

• City of Denver (Colorado)
  In Denver, a new street classification system considers multiple modes and surrounding land uses. Multimodal streets are "zoned" as residential streets, main streets, mixed-use streets, commercial streets, industrial streets, landmark streets, and one-way couplets. For more information, see the [linkto new file: Denver, CO: Street Classification System] case study.

• Delaware DOT and Wilmington MPO
  Through its "Mobility-Friendly Design Standards" program, the Wilmington Area Planning Commission (WILMAPCO) has funded changes to local street design standards in comprehensive plans to allow the creation of more walkable and transit-friendly communities. Alternative design standards have been adopted in Cecil County, Middletown, and Chesapeake City that can be applied at the developer's option. Contact: Heather Dunigan, WILMAPCO (302-737-6205).

• City of Charlotte (North Carolina)
  Charlotte has revised its Urban Street Design Guidelines to support new development and redevelopment goals for the city. The guidelines apply to new construction or reconstruction of major streets as well as local streets. Major street typologies include Main Street, Avenue, Boulevard, and Parkway, reflecting various levels of automobile vs. pedestrian design priority. The guidelines allow the city to design streets appropriate to different types of neighborhoods including traditional downtowns, transit-oriented developments, urban residential and mixed-use, and suburban areas. The guidelines are already being applied in locations such as existing and proposed transit stations along the South Corridor light rail corridor. Contact: Norm Steinman, City of Charlotte Division Manager (704-336-3939) or Tracy Newsome, City of Charlotte Transportation Planner (704-353-0778).

• North Carolina DOT
  In 2000, the North Carolina Department of Transportation (NCDOT) developed Traditional Neighborhood Development Street Design Guidelines (PDF only). These guidelines are intended as a tool for NCDOT personnel for reviewing proposed Traditional Neighborhood Developments (TNDs). They are intended to supercede the department's existing standards for subdivision roads for these types of developments. The guidelines include review criteria for NCDOT district engineers that address not only the design of the roadway itself but also street network connectivity, pedestrian accommodations, interface with State highways, and the orientation of buildings. Contact: Steve Varnedoe, Chief Engineer, NCDOT (919-733-7621).

• Portland (Oregon) MPO
  Portland Metro's 2000 Regional Transportation Plan and 2004 Update includes street spacing standards that support the Region 2040 Growth Concept, adopted in 1995. The standards rely on provision of a well-connected local street network to support regional growth and land use objectives of ensuring that centers and neighborhoods are walkable and pedestrian-friendly. The plan also includes design guidelines for arterial and collector streets to improve access and safety for pedestrians, bicyclists and transit users. A hierarchy of streets is defined, including throughways, boulevards, streets, and roads, with different modal and functional service objectives, and typical cross-sections are provided for each type of street. Metro's Livable Streets Program has produced three handbooks that provide additional guidance for implementing these regional policies. All the handbooks include detailed illustrations and photographs of street designs that successfully integrate streets with nearby land uses to enhance safety and promote community livability. One handbook addresses innovative storm water management strategies. Contact: Kim Ellis, Metro (503-797-1617). See also: Metro's Street Design Web Site.

• Charlottesville (Virginia) RPC
  The Thomas Jefferson District Planning Commission (TJPDC), with support from the Virginia DOT, has developed a "Design Manual for Small Towns." The manual is intended for small towns and city neighborhoods coping with traffic problems such as congestion, pedestrian and bicycle safety, speeding traffic, through truck traffic, street noise, and inadequate parking. It is written in a problem-solution format and includes land use as well as engineering and design solutions. TJPDC reports that the manual has become a standard document in small communities' plans, and that its "problem-solution" format has been especially useful. Contact: Bill Wanner, TJPDC (434-979-7310).

Other References:

• Neighborhood Street Design Guidelines: An ITE Proposed Recommended Practice. Institute of Transportation Engineers, 2003. This document provides guidance in the overall layout and design of transportation elements for new neighborhood developments, where neighborhoods can comprise both residential and mixed residential/commercial subdivision development.

• Burden, Daniel. Street Design Guidelines for Healthy Neighborhoods. Local Government Commission, 1999. This 52 page guidebook helps communities implement designs for streets that are safe, efficient and aesthetically pleasing for both people and cars.

• Portland Metro (2003). Creating Livable Streets: Street Design Guidelines for 2040. This handbook describes general guidelines to consider when designing new streets or upgrading existing streets in any community. The handbook also includes detailed illustrations and photographs of street designs that successfully integrate streets with nearby land uses to enhance safety and promote community livability.

Model Ordinances

Scale of Application: Local comprehensive planning, site planning and development

Possible Implementing Agencies: MPO/RPC, State, Other (nonprofit)

Examples:

• Nonprofits in California's San Joaquin Valley
  In California's San Joaquin Valley, the Growth Alternatives Alliance - a unique partnership of local governments, the building industry, business alliances, farming organizations, and non-profit groups - and the Local Government Commission developed a set of model Smart Growth Zoning Codes and introduced numerous San Joaquin Valley communities to these codes. Jurisdictions are taking action to incorporate the principles of these codes into their own plans and regulations. For example, the city of Fresno has completed their general plan update and has budgeted for the revision of their zoning ordinance in 2004. The City of Lemoore has placed all unentitled land under Planned Unit Development (PUD) zoning subject to traditional neighborhood development guidelines. Contact: Josh Meyer, Local Government Commission (916-448-1198) or Dave Mitchell, San Joaquin Valley Air Pollution Control District (559-230-5807).

• Columbus (Ohio) MPO
  The Mid-Ohio Regional Planning Commission (MORPC) developed a model transit-oriented development zoning overlay district ordinance for local jurisdictions. The model ordinance is intended as a starting point that communities can modify to reflect local priorities. The model ordinance identifies permitted and restricted uses, minimum and maximum densities, parking requirements, and standards for building placement, design, and orientation. Contact: Chris Gawronski, MORPC (614-233-4166).

Other References:

• Growing Smart Legislative Guidebook: Model Statutes for Planning and the Management of Change. American Planning Association: Chicago, IL, 2002. This guidebook is a compilation of model policies, regulations, and tools to implement Smart Growth practices from throughout the United States.

• Smart Growth Zoning Codes: A Resource Guide. Local Government Commission. Based on research of more than 150 "smart growth" zoning codes from across the nation, this guidebook helps planners design a zoning code that encourages the construction of walkable, mixed use neighborhoods and the revitalization of existing places.

• Morris, Marya, ed. (1997). Creating Transit-Supportive Land Use Regulations. This collection of codes, standards, and designs addresses topics including transit and pedestrian-friendly site design, parking, mixed-use development, densities, and incentives. Planners Advisory Service Report 468, American Planning Association: Chicago, IL.

Pedestrian and Bicycle Facilities Design Guidelines/Programs

Scale of Application: State/regional planning, corridor/subarea planning, transportation project development, site planning and development

Possible Implementing Agencies: State DOT, MPO, City/County

Examples:

• City of Chicago
  The City of Chicago's Bike Lane Design Guide describes design guidelines for bicycle lanes and pavement markings appropriate for different types of streets and neighborhood contexts. The city is working to apply these design guidelines on streets throughout the city as part of the implementation of its overall bicycle program. The guide is being updated in 2006 to reflect current standards as well as new shared lane pavement markings. Contact: Ben Gomberg, City of Chicago (312-744-8093).

• Florida DOT
  Florida DOT's publication, "Walkable Communities: Twelve Steps for an Effective Program" summarizes key planning, zoning, engineering, and development strategies that can make communities more walkable. The document addresses walkway networks, pedestrian crossings, access management, auto- and parking-restricted zones, and walkable scale land use planning. Contact: Dwight Kingsbury, FDOT (850-245-1500).

• Provo-Orem (Utah) MPO
  The Mountainland Association of Governments (MAG) in Orem, Utah has developed a primer on trail building that is intended to help interested groups navigate through the complex process of developing a non-motorized trail system. The primer includes a sample city non-motorized trail plan, including standards for trail construction, maintenance, and signage, that can be adopted by a community. The MPO also has hired a full-time planner to work on bicycle and pedestrian issues. The planner assists the MPO's member governments in developing bicycle and pedestrian plans as well as implementing improvements as a matter of course when undertaking new road building, widening, and rehabilitation projects. MAG reports that state and local DOTs are now becoming more aware of and increasingly planning for bicycle and pedestrian needs. Contact: Jim Price, (801-229-3800).

• Washington State DOT
  The Washington State DOT (WSDOT) developed a Pedestrian Facilities Guidebook that provides guidance for State and local staff on designing facilities for pedestrians. The guidebook includes a chapter on site design to support pedestrian travel. Contact: Paula Reeves, WSDOT (360-705-7258).

Other References:

• The Pedestrian and Bicycle Information Center contains numerous references on planning techniques, including land use strategies, to accommodate bicycle and pedestrian travel.

• The National Center for Bicycling and Walking includes bicycle and pedestrian facility guidelines and other resources.

Road Swaps and Transfers

Scale of Application: Corridor/subarea planning, transportation project development

Possible Implementing Agencies: State DOT, City/County

Examples:

• City of Beacon Falls (Connecticut) and Connecticut DOT
  As a key component in a downtown redevelopment plan, the Town of Beacon Falls, Connecticut is taking ownership of its Main Street from the Connecticut DOT (ConnDOT). The transfer of ownership will allow the town to make improvements that the State cannot, such as to install park benches and trees along the right-of-way, in conjunction with the reconstruction and narrowing Main Street from four lanes to two lanes. This reduction in the number of lanes is possible because a freeway bypass of the town was completed in 1983, greatly reducing traffic through the town. Contact: Cathryn Faraci, ConnDOT Transportation Planner (860-594-2160) or James Woodward, Citizens for Tomorrow's Downtown (203-729-7409).

  • City of Delray Beach (Florida) and Florida DOT
    The City of Delray Beach has demonstrated its commitment to revitalization by simultaneously slowing traffic in key corridors and restoring aging and abandoned buildings within the heart of its downtown. In the early 1980s, the Florida DOT (FDOT) proposed the creation of a hurricane evacuation route on Atlantic Avenue, which would have resulted in a major highway running through the downtown. Delray Beach planning staff worked with FDOT to find an alternative to FDOT's proposal, and the city agreed to create a downtown bypass system by using two local streets that run parallel to Atlantic Avenue. The city also agreed to assume all maintenance responsibilities for Atlantic Avenue. Under the control of the city, the six-block stretch of Atlantic Avenue has been transformed into a pedestrian-friendly corridor lined with vibrant outdoor cafes, shops, and other smaller-scale businesses. See: FHWA Land Use and Transportation Planning Coordination Domestic Scan Tour II, November 3-7, 2003, (PDF, 276KB).

• City of Chattanooga (Tennessee) and Tennessee DOT
  In the mid 1980s, the City of Chattanooga made a commitment to reconnect its downtown to the Tennessee River as the keystone of its revitalization efforts. A crucial element of the city's plans has been the reconfiguration of the 7.2 mile, four lane, limited-access Riverfront Parkway that separates downtown from the river. The parkway is being reduced from four lanes to two lanes to slow traffic, making it more pedestrian friendly and increasing accessibility to the waterfront. The city worked with the Tennessee DOT to identify an alternate State route that bypasses downtown Chattanooga and connects to I-70, and can be used by freight carriers and other through traffic. See: FHWA Land Use and Transportation Planning Coordination Domestic Scan Tour II, November 3-7, 2003, (PDF, 276KB).

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To provide Feedback, Suggestions or Comments for this page contact Robin Smith at robin.smith@dot.gov