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Planning for Transportation in Rural = Areas

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Appendix B: Some Additional Tools for Planners

Considerable input from rural transportation professionals and = interest=20 regarding special topics for inclusion in this document requested=20 discussion of: transit system planning concepts, an introduction = to rural=20 intelligent transportation systems, and some consideration of = access=20 management as additional tools for rural transportation planners. = These=20 topics are presented in this appendix.

A. Rural Intelligent Transportation Systems

Intelligent Transportation Systems (ITS) represent the = application of=20 information processing, communications technologies, advanced = control=20 strategies, and electronics to the field of transportation.

1. Ways Rural ITS Can Help

3D"A Rural ITS = applications have the=20 potential to make dramatic improvements in safety, mobility, and = tourist=20 information services. These applications have been categorized = into the=20 following elements:

Traveler Safety and Security: Traveler = safety and=20 security technologies use in-vehicle sensors and information = systems to=20 alert drivers to hazardous conditions and dangers. This also = includes=20 wide-area information dissemination of site-specific safety = advisories=20 and warnings.=20
Emergency Services: Emergency services = technologies=20 use satellite and advanced communications systems to = automatically=20 notify the nearest police, rescue squad, or firefighters in the = event of=20 collisions or other emergencies, even in the most remote = locations.=20
Tourism and Travel Information: Tourism and = travel=20 information services use in-vehicle navigation and roadside=20 communications systems to provide information to travelers who = are=20 unfamiliar with the local area. These services can be provided = at=20 specific locations en route or before travelers even begin their = trip.=20
Public Traveler and Mobility Services. = Public=20 traveler and mobility services improve the efficiency of transit = services and their accessibility to rural residents. Better = scheduling,=20 improved dispatching, smart card payment transactions, and = computerized=20 ride-sharing and ride-matching systems can be achieved through = advanced=20 vehicle locating devices and communications systems.=20
Roadway Operations and Maintenance. Roadway = operations and maintenance technologies improve the ability of = highway=20 workers to maintain and operate rural roads. These include = severe=20 weather information systems and immediate detection and alert of = dangers=20 to work zone crews.=20
Fleet Operations and Maintenance. Fleet = operations=20 and maintenance systems improve the efficiency of rural transit = and=20 other rural fleets, such as snowplows and law enforcement = vehicles,=20 through advanced vehicle tracking and on-board equipment = monitoring=20 systems.=20
Commercial Vehicles. Commercial vehicles = use=20 satellites, computers, and communications systems to manage the = movement=20 and logistics of commercial vehicles, and to locate vehicles = during=20 emergencies and breakdowns. These technologies also assist = drivers'=20 performance - a critical concern particularly on long-haul night = trips.=20

Rural ITS Can:

Enhance safety; improve emergency response.=20
Provide information - especially road and weather = conditions.=20
Make public transportation more available and = accessible.=20
Enhance the tourism/recreational travel experiences.=20

2. Benefits of Rural ITS

The potential is great for rural ITS applications to address = the varied=20 needs of rural travelers. Rural ITS services can provide the = following=20 benefits:

More efficient highway operations and management activities = such as=20 snow removal.=20
Quicker response to traffic incidents and crashes, saving = lives and=20 reducing medical costs.=20
More efficient rural transit operations and vehicle fleet=20 management.=20
Greater peace of mind from advanced safety and security = systems.=20
Better traveler information through in-vehicle = communications and=20 roadway signage, particularly for hazardous weather conditions.=20
Fewer fog-related, multi-vehicle crashes in rural areas = through=20 advanced sensor systems.

Resources for more information on Rural ITS are listed in = Section VII:=20 Resources for Rural Transportation Planning.

B. Transit System Planning

The following section on transit system planning was = adapted from=20 an article published by the Community Transportation = Association of=20 America entitled Rural Transit Service, Design and = Scheduling=20 (1998). This article is useful for rural transportation = planners and was recommended through consultations with the = Federal=20 Transit Administration (FTA) during development of this=20 document.

Transit system planning is important for many rural = areas. There=20 are three levels of detail possible in transit planning: = aspects of=20 each can be appropriate to include in the transportation = plan. All=20 three levels of transit planning require coordination with = existing=20 transit operating agencies if they are to be implemented. = The three=20 levels of detail are:

Strategic planning=20
Functional planning=20
Route design

At the strategic planning level, the relationship = between=20 transit service and land use is developed and the type and level = of=20 service planned by corridor and area is described. As a minimum, = the=20 transportation plan should include a strategic planning level of=20 discussion of transit service. The level of detail and analysis at = the=20 strategic planning level will vary. The level of analysis will be = more=20 general where there is no existing transit service.

A transit functional plan provides information on the = route=20 location within the general corridor or area of service, as well = as the=20 level of service on the route in terms of headways between transit = vehicles. Size and seating capacity of transit vehicles by route, = the=20 times of service, major transfer centers, and specific = destinations served=20 is also provided. This level of analysis may be available in the = transit=20 plan of existing transit organizations and can be incorporated or=20 summarized into the transportation plan. You do need to coordinate = with=20 the transit operating agency to assure compatibility of the = functional=20 transit plan with proposed land use plans.

The transit route design plan provides specific = information on=20 transit stop locations, assignment of vehicles and labor, transit=20 shelters, transit schedules, rider information, etc. Generally = this level=20 of detail is not included in the transportation plan. However, = some=20 specific design features may be included because of their=20 interrelationship to other parts of the transportation plan. As an = example, a specific bus stop location could pose problems to the = transit=20 company, passengers, and general traffic because of high volumes,=20 inadequate room for the transit vehicle to pull-off, and hazardous = pedestrian crossings. The physical improvements, such as a transit = center,=20 and transit operations at any given location may need to be = discussed=20 specifically in the transportation plan.

1. Types of Transit Services

Transit is a broad array of services. = The=20 type of service can be defined using three factors:

Type and capacity of vehicle: rail, bus, van, minibus, taxi, = etc.=20
Degree of exclusivity of right-of-way: fully shared with = other=20 traffic; partially shared (i.e., high occupancy vehicle lane); = or=20 entirely exclusive (i.e., busway or exclusive rail bed).=20
Operational strategy: routing, scheduling, and stop = location.=20

Routing refers to the assigned course = that=20 the transit vehicle follows. The route structure directly = determines the=20 accessibility of the transit system to the potential customer and = which=20 destinations have transit service. The route structure also = determines how=20 direct a trip is between origin and destination which effects the = travel=20 time. Basic routing strategies are:

Fixed-route service. Transit vehicle = travels a pre-=20 established route. Passengers are picked up or dropped off at = designated=20 locations (pre-established transit stops). The route is designed = to=20 serve the greatest number of passengers practical while = providing for as=20 direct a route as possible between two terminal points. This is = the=20 traditional transit service provided in urban areas.=20
Route Deviation Service.Transit vehicle = travels a=20 basic fixed route, picking up or dropping off people anywhere = along the=20 route. On request the vehicle will deviate a few blocks from the = fixed=20 route to pick up or deliver a passenger. This type of service is = finding=20 application in rural areas.=20
Point Deviation Service.Transit vehicle = stops at=20 specified checkpoints (shopping centers, park-and-ride lot, = industrial=20 park, etc.) at specified times, but travels a flexible route = between=20 these points to service specific customer requests for service. = This=20 type of service is used to provide access to fixed-route service = from=20 very low density areas or for persons with limited mobility.=20
Many to Few Service. Although origin points = may be=20 anywhere in a defined service area, the destinations are limited = (i.e.,=20 airport service).=20
Many to Many Service. Within a defined = service=20 area, all origins and destinations are served. The vehicle = travels a=20 flexible route between origin and destination points to service = specific=20 customer requests for doorstep pickup and delivery (i.e., taxi = service).=20

Scheduling is the assignment of time = that the=20 transit vehicle is available to the customer. Schedules can be=20 predetermined or fixed, or they can be responsive to customer = requests=20 through advance reservation or immediate request through a = dispatcher.=20 Fixed-schedule options generally provide more reliable service and = shorter=20 trip and wait times.

Stop location is the assigned = geographical=20 location where the transit vehicle may pick up or deliver = passengers. Stop=20 locations affect vehicle travel time, waiting time, walking = distance, and=20 general transit accessibility. There are three ways to classify = locations=20 of transit stops along a fixed route: local, express, and = skip-stop. These=20 are shown in Figure 5.3. Stop location is also important for = flexible=20 route services. Consideration is given to kinds of places a = transit=20 vehicle will stop from the standpoint of customer safety and=20 convenience.

2. Transit Planning Principles

The following transportation planning principles relate to the=20 identification of transit proposals:

The locally established transit level of service should be = provided=20 by the transit proposal under the forecast development scenario. = This=20 may require one or more iterations of the transit level of = service with=20 the transit plan to assure consistency and feasibility.=20
Transit service should be planned and operated from a market = based,=20 user-oriented point of view. Unlike roads, one transit service = does not=20 necessarily serve all transit users. Potential transit markets = need to=20 be identified and services should be provided that are targeted = to the=20 identified market segments according to local priorities. = Example=20 transit markets include able-bodied elderly, disabled persons,=20 commuters, students, low-income persons, and tourists.=20
Consideration of operating cost and financing is critical. = Unlike=20 roads, operating cost (labor cost) is the major portion of the = cost of=20 transit service. New or additional service requires = identification of=20 new or additional annual revenue to support it. Development = mitigation=20 generally only provides for capital investment.=20
A quality access system to the transit service is necessary = and=20 should be considered in the planning. Access to public transit = by=20 pedestrians, bicyclists, and automobile users should be easy, = safe, and=20 direct.=20
A transit system consists of more than one route. Transfers = between=20 routes should be considered. Unscheduled transfers are = applicable in=20 systems with frequent service. Scheduled transfers are = recommended where=20 headways between transit vehicles are long.=20
The street system should be laid out and designed to = facilitate=20 efficient transit operations. Transit routes need to be direct = and=20 continuous. Pedestrian crossings need to be visible, wheelchair=20 accessible, and provide for adequate crossing time. Roads are = designed=20 to accommodate heavy- weight and large vehicle requirements. Bus = pullouts should be considered and bus shelters should be = considered in=20 rural areas where bus stops are infrequent.

Transit and land development should be designed to complement = each=20 other. The following principles apply:

The transit system design needs to be consistent with the=20 development pattern. Higher residential densities require higher = levels=20 of transit service in terms of availability, frequency, = coverage, and=20 connectivity to important destinations.=20
Planned land use patterns should support the transit plan. = Transit=20 compatible land uses need to be located within existing urban = centers=20 supported by transit service or near a transit facility or = route.=20

Transit and site design should be designed to complement each = other.=20 The following principles apply:

Land uses need to be oriented to transit facilities. = Building=20 entrances and paved walkways need to lead directly to a transit = stop, a=20 park-and-ride lot, or a station. Pedestrian amenities (e.g., = plazas,=20 covered areas, moderate grades, sidewalks, benches, lighting) = encourage=20 transit use.=20
Walking distances need to be pedestrian scale. Walking = distance from=20 building entrances to transit facilities is affected by building = setback. Smaller set backs reduce the walking distance and = encourage,=20 transit use.=20
Parking should be shifted to the rear and sides of buildings = when=20 the building fronts on a transit facility. Large parking lots = between a=20 building entrance and a transit stop discourage pedestrian = access.=20 Parking requirements can be reduced if good transit service is = provided.=20

Many resources on transit system planning are available through = the=20 Transportation Research Board (TRB) http://wwwcf.fhwa.dot.gov/exit.cfm?link=3Dhttp://gulliver.trb.org/= =20 and the Community Transportation Association of America (CTAA) h= ttp://wwwcf.fhwa.dot.gov/exit.cfm?link=3Dhttp://www.ctaa.org/.

C. Access Management

This section defines and explains the importance access = management for=20 rural transportation planning.

1. What is Access Management?

3D"A Access management is defined as = the process of=20 providing access to developed land located adjacent to a highway = system.=20 Generally state DOTs and local agencies manage the design, = location and=20 supporting facilities for access points. Access management = contributes to=20 how well vehicles, bicycles, and pedestrians can enter and exit = commercial=20 and residential areas adjacent to highways or arterials.

Good access is a function of the design and location of = driveways and=20 arterials. Improved access is dependent on: the location of the=20 driveway/arterial with reference to other access points, the = motorists'=20 ability to easily access the property or road, and the placement = of=20 traffic signals. Poorly designed and located driveways and = arterials can=20 severely affect traffic safety, road capacity and traffic speed. = Points of=20 conflict also increase if traffic signals are too close together = or are=20 uncoordinated. If the driveway or arterial is too close to an = another=20 access point motorists traffic congestion and number of conflicts=20 increase.

2. What are the Benefits of Access Management?

The key to access management is planning for the number and = location of=20 access points rather than responding to requests by local = governments or=20 developers. In other words, it is far better to have planned = access as=20 opposed to access that is the result of reactions to local = governments and=20 developers. Planned access can be based on an overall strategy for = access=20 that results in better decisions.

Four main benefits support managing access to highways. Access=20 management:

Minimizes access-related accidents. Points = of=20 conflict increase as areas along the highway become more = commercialized=20 and densely populated. Each new access point added to an = undivided=20 highway in an urban and suburban area increases the annual = accident rate=20 by 11 to 18 percent on that highway segment. In rural areas, = each access=20 point added increases the annual accident rate by seven percent. = Well-managed access points can improve user safety by reducing = the=20 number, severity and cost of access-related accidents. For = example,=20 increased spacing between driveways minimizes conflict by = allowing=20 motorists more time to anticipate and recover from turning = traffic.=20 Minimizing the speed differences between turning cars and = through=20 traffic reduces conflicts between cars, pedestrians and = bicycles.=20
Preserves our mobility and investments. = Highways=20 and roads represent a major public investment. The federal = government,=20 the state, local governments, and the general public have = invested=20 millions of dollars in statewide highway resources to move = trucks and=20 vehicles efficiently. Poorly designed access points increase = congestion=20 and the number of accidents that reduce speeds. Good access = management=20 preserves capacity by moving motorists out of lanes efficiently = to=20 increase continuous traffic flows and reduce conflict points.=20
Preserves and plans for healthy economic=20 development. Managing access not only increases = regional=20 mobility but also extends the life of existing roads. Public = investment=20 is best preserved by maximizing the use of existing facilities. = If more=20 vehicles can be moved on existing roads, construction costs can = be=20 minimized on unnecessary facilities. Arterial roads can carry = many more=20 vehicles each day using good access management processes. Also, = planning=20 and designing access areas early in the project improves the = allocation=20 of scarce resources. As communities grow, it becomes = increasingly=20 expensive to redesign poorly planned access points. Funds that = would=20 otherwise be spent on maintenance or operation of existing = roadways are=20 spent on curbside and driveway construction and widening roads.=20
Maintains functional integrity of the highway=20 system. A consistent statewide access management = approach best=20 protects the functional integrity of the state highway system. = This=20 approach, based upon best engineering practices and coordinated = local=20 participation, provides improved driveway location and design = for=20 growing communities. Central to this approach is a core access=20 classification system that defines the desired level and = location of=20 access for communities adjacent to the highway system. = Standardized=20 policies and procedures also help to ensure government decisions = are=20 consistent and fair across the state. Developers, investors and = the=20 general public benefit from this increased predictability for = the=20 development process. Uniform access design standards minimize = costs=20 associated with redesign and promote fair method to manage new=20 development.

Managed access is most successful when the state, local = decision-makers=20 and residents support and coordinate actions. The state and local=20 governments should invite investors and the general public to = become=20 involved in access management decisions and in promoting and = developing=20 strong access management practices.

These practices include identifying when and where developers = should be=20 responsible for the payment of access improvements that address = safety and=20 capacity issues. For example, implementing specific procedures for = conducting a traffic impact analysis would determine land owner=20 responsibilities for signals, turning bays, and other design = features that=20 provide safe and efficient access. Provisions could be established = for=20 waiving the cost or need for such studies.

Resources for more information on Access Management are listed = in=20 Section VII: Resources for Rural Transportation Planning.

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Contact

Spencer Stevens, spencer.stevens@dot.gov,=20 717-221-4512

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