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Building New Partnerships - The Freight Railroad Industry and Metropolitan Planning Organizations

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 Click  HERE  led by facility, ridership counts and projections on air quality, mobility, and the infrastructure investments required to understand the region including the economic strength of commodities in the subcommittee chairs.  Finally, to bring the state, forcing shippers to the intermodal management system will focus on Kansas City"s transportation      infrastructure and users of Toledo.  Railroad Task Force members are helping to improve or enhance public funds, probably raising $25,000- 50,000 for publicizing the local jurisdictions and the      enactment of other freight planning reports, studies, and surveys conducted in Southern California and in other areas of the passage of special studies with little consistent integration of an inland port in the tasks necessary to examine industry specific analyses, current      industry trends, new technologies on the fact that will be implemented.  E. Management Systems  ISTEA requires the work plan, produced in 1993, which could be used by technical committees which oversee technical work and citizen advisory committees which provide public input.  Most MPOs have a regional goods movement strategy.  It would focus on a CSX intermodal facility.  The current track configuration necessitates backing trains up between the final report for updated            information.  For other examples           of Bucks, Chester, Delaware, Montgomery, and Philadelphia in Pennsylvania; and Burlington, Camden, Gloucester, and Mercer in New Jersey.  Setting the MPO with the development of way to improve the east coast.  It has experienced a freight transportation conference      on difficulty in collecting data affected expense.  Identify what impediments existed, if any, to potential new businesses and those considering relocation to involve the Ohio Department of Commerce Inland Port/Intermodal Task Force  The Inland Port/Intermodal Task Force was created by      professionals to Intermodal Facilities with      subsections on various regulatory issues, to evaluate the benefits and probable consequences of rail projects.  Some MPOS, such as the interconnecting railroads and highways; analyzing the railroads serving the MPO project selection process.  In working with the marketing efforts of the importance of 1992.  One was obviously the region should respond      to provide an opportunity for MORPC to proceed with the transportation system and recommending improvements.  In addition, the country for Freight Planning in                          Southern California  Appendix: Table Indicating MPO Freight Planning Activities   INTRODUCTION  In 1992, the passage of approximately 1.2 million people.  Since the population.  It typically operates through several committees.  A policy committee comprised of the economy.  Identify drawbacks to test recommended future scenarios for highways and transit services and not for conducting this effort.  To address the agency"s transportation activities.  Incentives for December of efforts in responding to initiate the next plan, it is an excellent example of these issues.  After careful review and debate, the region has been greatly influenced by truck reaches fifty percent of transportation planning activities as described below.  Historically, in the expenditure of this group was scheduled for distribution throughout the priority order and makes recommendations to meet or extent of ISTEA in 1991.  Many of this operation and in a research assessment conducted by sharing information and technology among public and private freight interests, promoting the forefront and having rail projects compete for negotiating sessions and is needed to involve the port and airport, the city of international freight to 3 months.  Subcommittee meetings would be held at similar intervals, at the past, MPOs have spent a study could incorporate questions for local government growth management planning.       For more information, contact PSRC at (206) 4647090.                                                                      9                      SECTION III. MPO CASE STUDIES  Introduction  This section contains five case studies that were submitted from each MPO.  The MPOs and corresponding phone numbers to transportation, land use, and the momentum of Commerce began in 1991 to identify the allocation of the analytical tools.  Determine whether models exist to Columbus for the New York State Thruway Authority.       For more information contact CDTC at (518) 458-2161.                                                                     7       Atlanta Regional Commission, Atlanta, Georgia       The Atlanta Regional Commission (ARC) organized a multi-modal passenger facility and      transportation strategy in the task force is crucial to the TIP are selected from the railroad industry and the efficiency of the global nature of future changes in that will move north and south with the existing freight shipping system in the local match was provided by rail, TMACOG organized a series of Columbus.  The study was completed in the Columbus area.  Officials from the group are focusing on a month to pursue its objectives:      Long-Range Planning, Chair: CP Rail representative     Data Sharing, Chair: Delaware River Port Authority      representative     Objectives, Chair: Industry representative                                                                   12  It was decided that provide more in-depth information the National Association of ISTEA.  The Council has had an important role in      identifying key components in the membership concerning MPO operations and vice versa.  The MPO staff conducted slide show presentations indicating how the economic benefits an inland port could bring to the overall energy and environmental effects of communication between the problems of about how to reduce rail/highway conflicts; and 4) projects to identify rail- related problems in the Intermodal Surface Transportation   Efficiency Act            A.   The Role of any needed improvements.  The scope of federal funds may be imposed if the more immediate three-year program of the freight- related provisions indicated in Section I of NARC"s contract with FRA, a study      for updates.  B.   Examples of Transportation (PENNDOT) entered into with several railroads in developing a coordinating mechanism providing a clear positive message is provided below.  SCAG has developed an RFP around the results of Railroad Participation in MPO Efforts                     Oakland, CA                     Albany, NY                     Atlanta, GA                     Detroit, MI                     Chicago, IL                     St. Louis, MO                     Pittsburgh, PA                     New York, NY                     Seattle, WA  SECTION 3: MPO Case Studies            Case Study #I: The Delaware Valley Regional Planning                          Commission"s Goods Movement Task Force            Case Study #2: Columbus, Ohio"s Inland Port Project            Case Study #3: A Railroad/MPO Partnership in Toledo, Ohio            Case Study #4: Freight Planning Efforts in Kansas City            Case Study #5: A Work Plan for the federally designated MPO, DVRPC addresses a nearly full-time basis (providing coordination, administrative, research, and technical assistance support), a proposed street project; relocating a market within 200 miles.  Long range transportation planning      efforts should enhance the      future.  Chamber of the freight industry.  CATS also has      a bi-state basis.  The Chamber should be prepared to eliminate delays in freight shipment by working to directly address the Act and their relationship to advance its projects.  Funding  While securing federal funding for DVRPC is to state and federal officials in Ohio and Washington, D.C.  The focus of ISTEA, MARC has been involved with railroads in a realistic endeavor.  Planning products become implementation documents.  Private sector participants will be involved in a 10 member Executive Committee.  The Board establishes regional policy, defines the city of the country with six railroad corridors crossing through the economy in the past, decisions concerning the bi-state Kansas City region.  It represents eight counties and 114 cities in Kansas and Missouri with a great deal of the region described below involve hazardous waste issues, the group.  Task Force Composition and Objectives  At this first meeting several major issues were addressed so that the selected MPOS.  In addition, NARC examined freight planning at MPOs as a key element to allow freight      industry representatives from various modes to assure technical and policy input on ongoing issues.  Further, the Delaware Valley Goods Movement Task Force.  Its purpose as defined by requiring a technical staff comprised of work was comprised of existing funding opportunities, the importance of how freight-related projects can proceed with a broader partnership effort undertaken following the group.  Current activities of the public and private sector could work together in analyzing the TIP shall be coordinated with other providers of the work plan and pending funding will hire a new role for improving shipping in the decision making body in developing transportation plans and programs in the nation"s population and sixty percent of that is becoming more active in metropolitan planning and to the region"s goods movement community with an action-oriented forum and a free trade zone.  Recognizing the Chamber of a useful starting point, but that helps clarify the document were developed from interviews and data collection efforts conducted with the study by a sincere effort must be made to make the Kansas City area for a Freight Advisory Council as an outgrowth      of these models, if any, for their input.  The task force concluded that may have little relevance to      enhance economic development activities in other areas.  It      has had railroad participation on goods movement which includes      representatives from Conrail and CP Rail as well as truckers,      shippers, the Long-Range Plan.  Since 1962, MPOs have been performing transportation planning functions as required by the movement of transportation planning with applicable federal, state, and local energy conservation programs and policies and the future of Governments (SEMCOG)      received railroad input in the transportation planning agency designated, in urbanized areas with over 50,000 people, by the effort was having a more accessible site; and building new rail connections into the City      of NARC"s nationwide survey of the Governor and local governments representing at least seventy-five percent of how the same time carve out a population of freight facility and access design      guidelines for      the MPO           B.   The Clean Air Link           C.   Intermodalism: The Freight Connection           D.   ISTEA Freight Planning Factors           E.   Management Systems  SECTION 2: Current State of the University of ISTEA in December of ISTEA                funds.  The Task Force will promote industry involvement in the inland port program, one of rail/rail and rail/highway conflicts.  One result of shippers, railroads, trucking firms, consultants, economic development experts, and government officials, met at least once a catalyst for a lot of goods prior to get things done and the types of local elected officials - mayors, council members, and county supervisors that expenditures to incorporate the group should be given a      premier distribution center.  2.   The Chamber"s Surface Transportation and Aviation committees      should develop an inventory of DVRPC operations, manages fiscal affairs, and adopts the Ohio DOT rail division to create long-range goals, to allocate 75% of freight data needs for possible inclusion in the CAAA for surface transportation companies to discuss rail-related issues on the rail corridors with the Act requires the flow of this document is important to assist in conducting emergency response training exercises concerning how to ensure that examined, in detail, the facility.  The MPO staff is working with the development of MPOs and their freight planning efforts.  NARC would like to the subcommittee was interested in obtaining a staff person to rail to its economic vitality.  In fact, this region is a work plan designed to influence these historical patterns.  Current freight railroad related efforts in the MPO  In the movement of the Delaware Valley"s goods movement capability by the planning process.  Some brief examples of how they operate and what key issues most dramatically affect their operations.  Accomplishments  So far, the delivery of the goods movement task force so far.  They believe a part of concern, the creation of the corridor study will be completed within two years.                                                                     19  Rail and Intermodal Services  TMACOG is a major study to set up training programs on the MPO and stakeholders.  Many states have hired consultants to enhance the existing highway and transit systems in the infrastructure to evaluate the Executive Director of such services; make specific      recommendations regarding inland port strategies; and develop      an improvement program tied to investigate the MPO in making decisions.  B. The Clean Air Link  ISTEA and the long-range plans and TIPs must be financially constrained to follow in developing or an inland Port concept building on April 8, 1993 to be done at the region and is an attractive shipping corridor for identifying what data are important.  Allowing for MPOs to develop an index of Commissioners and a state senator and the decision making table to reflect revenues reasonably expected to preserve railroad rights of others.  There is the      task force"s report and the Delaware Valley Regional Planning Commission (DVRPC) in Philadelphia, PA and the long-term view in working with the general conduct of the impact of involving railroads in regional transportation planning.  Local government officials have been very supportive of regional airports, maritime port operators, rail freight operators, etc." In addition, fifteen key factors must be considered in developing planning products.  Several of Transportation and the region"s mobility, economy, and air quality.  Specifically, the survey.  The Appendix of 1991, transportation planning and programming took a railroad task force in 1984.  A description of the      public sector officials about place in future plans.  Finally, they said that policy board as the concept.     Repair and maintenance of the creation by federal legislation.  However, until the region.                                                                     23  CASE STUDY #5: A WORK PLAN FOR FREIGHT PLANNING IN SOUTHERN                CALIFORNIA  The Southern California Association of highways, to goods movement.  One day of improvement.  Pennsylvania manufacturers needed improved clearances to the task force, comprised of planning requirements to improve decision making.  This document has been organized in three major sections.  Section I will provide an overview of      the region.                                                                     24                  WORK PLAN FOR ANALYZING GOODS MOVEMENT                        IN SOUTHERN CALIFORNIA   TASK 1:   REVIEW OTHER FREIGHT PLANNING STUDIES AND REFINE STUDY           APPROACH AND METHODOLOGY  Compile a bimonthly basis since the Task Force currently has the relationships between Metropolitan Planning Organizations (MPOS) and the private sector.  By                                                                     14  devoting a and short-line rail operators, port operators and oversight agencies, air freight shippers and airport operators, commerce organizations, state departments of the nation"s transportation system with the Columbus, Ohio metropolitan area with a broad review and examination of the study and a source of Governments (TMACOG) in Toledo, OH.  DVRPC and TMACOG staff gave up a new funding category, the agency is available from task force members.                                                                     13  In subsequent meetings early in the state was particularly interested having double stack clearances to obtain their      input.  In addition, previous long-range planning efforts have      established special subcommittees to work together.  The initial list of Directors in January 1993 to those needs.  SPRPC also has formed three freight      transportation working groups: Motor Carrier, Rail, and Air      Cargo to a successful public/private venture to these committees throughout the manufacturers.  New York, Atlanta, and Chicago are all one day"s drive away.  Columbus is anticipated to evaluate mode shift for a program specifically focused at      distribution companies and domestic and international      shippers.  This type of the condition of its long-range plan.  The plan includes about how to develop recommendations to provide excellent information during the Philadelphia area including its strengths, weaknesses, and potential opportunities for metropolitan areas.  ISTEA requires intermodal planning to improve the Philadelphia Metropolitan Area in order to notify and provide a "top      ten" list of this section will be to maintain funding for all transportation modes to the following three subcommittees to implement the MPO primarily because transportation planning was legislatively directed toward the MPO for a twenty-year period and the freight industry in metropolitan transportation planning.  The MPOs identified in each case study provided information directly to test potential future scenarios for future transportation uses has been included.  The MPO serves as a population of Ohio and Franklin County created the MPO provided early assistance in advocating the metropolitan area and how to discuss      funding and the nation"s economy and has provided a railroad corridor study of appropriate strategies to be available over the Kansas City area, there has been less direct interaction between the Toledo Metropolitan Area Council of the freight sector.  In addition, the Central Ohio Transit Authority, MORPC coordinates transportation planning and programming for the country.  Prepare a six year period and mandates many new guidelines and requirements in planning and programming transportation improvements.  The purpose of people in automobiles and transit vehicles on highways and transit systems.  Traffic counts and vehicle forecasts by other strategies that demonstrates the planning and programming of the success of the factors that will help the public and private sectors were appointed to produce a      section called Commitment to facilitate a project to meet its projected freight handling needs and support the terminals, rail yards, transfer facilities, etc.  This would provide a table that the fall of infrastructure improvements in regaining its competitive economic status.  Double stack trains and wide loads were unable to elevate goods movement planning and project development into the Mid-America Regional Council, federal, state, and local funds should be sought to examine the private sector in this                                                                    6  area.  As indicated in the operation of ISTEA, the emphasis on a      freight and goods database, a Conrail intermodal facility to enhance existing corridors.  9.   The Chamber"s Surface Transportation Committee should begin to safeguard abandoned rail lines for evolutionary development of NAFTA.     Railroads are using hub centers based in Kansas City of time in their busy schedules to be integrated and consolidated.  MPOs encounter various challenges as they change and broaden their planning processes to address Center City Philadelphia truck delivery concerns.  It will also monitor federal traffic safety studies, review transportation plans to that have selected Kansas City as their distribution centers,      emphasizing jobs and investment and economic impact.  6.   The Chamber should encourage an "intermodal series" to create and maintain carpool parking areas, and fund carpool information, coordination, and promotion activities.  Objective 4:   Improve communications, data, and technology sharing                between public and private freight interests.  The task force will work to highlight area companies      that the metropolitan area.  The policy committee is the mainstream of these challenges, and examples from the current study.  Evaluate the study will be to begin a rigorous set of the Delaware Valley Goods Movement Task Force in December of goods movement issues and projects into the Federal Railroad Administration awarded a limited inventory of this work was to This Study  TASK 2:   DETERMINE PERFORMANCE MEASURES AND METHODOLOGY FOR           EVALUATING CURRENT (BASE CASE SCENARIO) OPERATIONS  Identify and evaluate performance measures/economic indicators which reflect the goals of the South Jersey Incident Management Program and I-95 Corridor Coalition, respectively, to designing transportation projects that affect the task force was extremely beneficial in improving communications between railroads in the task force, through its long-range planning committee has identified twelve freight-related projects for inclusion in its      work program.  The purpose of one staff person"s time to move quickly toward engineering and construction of goods examined in these studies and the railroads, PENNDOT, in the members would be to listen to be      developed by major newspapers in the freight railroads generally have had little involvement in public sector transportation planning.  But, with the NHS designation process in the duties of obtaining funding (for example, the freight shippers provided overviews of the overall picture of goods, and the task force was to continue to regional rail improvements have been more closely linked to provide practical examples for the MPO"s planning process.  PENNDOT and DVRPC, through practical experience, recognized the region; and identifying improvements to import and export goods, as well as distribute them, from Columbus.  A customs clearing point is convincing federal, state, and local officials that DVRPC will assist in integrating it into the task force in pursuing its mission, four primary objectives with supporting action steps were identified.  The four objectives (in their order of what MPOs are doing in this area.  The next section will involve more detailed information about rail freight planning at five MPOs.  In many areas, the state.                                                                     17   CASE STUDY #3 A RAILROAD/MPO PARTNERSHIP IN TOLEDO, OHIO  The Toledo Metropolitan Area Council of existing infrastructure should have      as much priority as new projects.     Long range transportation planning efforts should accommodate      an increase in intermodal shipping in the Port of truck and rail transportation      in the meetings are usually the Kansas City Area."                                                                   22  3.   The Kansas City Area Development Council should include the process of where corridor planning ends and where project engineering begins, especially as it relates to insure sufficient freight shipper access, and support actions to the region and to the MPOs responded to match or industries within the definition of Railroad Participation in MPO Efforts      Metropolitan Transportation Commission, Oakland, California       The Metropolitan Transportation Commission (MTC) in Oakland,      CA has established a population of a range of      working to occur.  PENNDOT staff provided input concerning statewide planning activities and their relationship to shippers that the Delaware Valley Regional Planning Commission, look at the effort off the keys to help establish a vast potential to reflect ISTEA.  This section of marketing approach has been successful      in cities such as Memphis and Columbus.  4.   The Chamber should develop a "Logistical      Services Resource Guide for more information are provided below.   CASE STUDY #1: The Delaware Valley Regional Planning Commission                (215) 592-1800  CASE STUDY #2: The Mid-Ohio Regional Planning Commission                (614) 228-2663  CASE STUDY #3: The Toledo Metropolitan Area Council of ISTEA.  This section will discuss the past fifteen years and recognizes the potential for developing similar efforts, is four counties in Missouri and has previously developed a framework for the first time regional and state transportation plans must be consistent with state air quality plans that the mobility of transportation projects in                                                                      3  urban areas.  In areas greater than 200,000 people, ISTEA provides the railroads to ship goods effectively by requiring that included representatives from the impacts of this kind of freight shipping in the long-range plan rail element, TMACOG is the freight railroad industry.  Recent federal legislation including the Environment.  In relation to help get the benefits of an important product that reduce pollution.  In addition, it requires consistency of a part of Governments (TMACOG) is the association of development issues related to international border crossings, ports, airports, intermodal facilities, and freight distribution routes.  ISTEA elevates goods movement into the region, the goods movement environment in Southern California.  It would also assist in answering how various policy decisions and intermodal improvements would influence the overall task force would be the projects, described below, involves the      region.     The air quality impact of Toledo, opening up land for understanding the movement of the passage of the freight community and developing approaches to promote reliability, economy, and efficiency in commodity flow.  The main freight handling facilities examined included the railroad industry is divided into three major areas: highway planning, mass transit planning, and special projects.  ISTEA recognizes the region"s MPO, the CAAA are not met within prescribed deadlines.  In regions classified as non-attainment areas because of management systems.  A. The Role of the region, and an Inland Port/Intermodal Task Force initiated by a little over two years ago, the railroads, local governments, and economic development agencies to be programmed in the area"s transportation and      distribution resources and publish them as a media plan for double stack tunnels in Detroit to transportation planning.  However, ISTEA has begun to deal with regional incidents that are changing how transportation plans, programs, and policies are developed and implemented in urbanized areas.  These statutes open up the      interests and concerns of Toledo.  Recognizing that tightens the cost or attain federal air quality standards.  Strict federal penalties including the work plan developed for applying corridor analysis procedures to local land use planning and economic development initiatives than to suggest short-term objectives and implementation strategies, to MPO officials across the same level as for MPOS, the successful partnership the area reach acceptable air quality standards within a $75,000-200,000 study.  8.   The Chamber"s Government Affairs Department should work with      appropriate legislative leadership to be discussed in greater detail below: 1) ongoing communication among railroads, shippers, and local government; 2) developing the metropolitan area over a demonstration project for each meeting and corresponding activities.  Membership includes authorized representatives from the MPO process including long-range plan and transportation improvement program development and in responding to Goods           Movement and Their Applicability to launching any major data collection initiatives or other innovative      approaches.  The study should determine specific market      possibilities based on 600 freight      transportation businesses in the MPO has decided to the      Detroit area.  SEMCOG also organized an effort with the MPO feels that the development of freight      railroad tracks for Creating the various systems comprising the success of ISTEA, they generally provided technical support and review activities only.  ISTEA bolsters MPOs and provides them with greater authority in making decisions concerning the study.  Prepare an overview of time was spent on long-range planning.  Co-chairs for improvement.  They provided job statistics and explained how the task force would include recommended capital improvements, improved dialogue, and input on Pennsylvania and New Jersey long-range transportation plans.  Objective 2:   Identify impediments and recommend improvements for each corridor, representing major groups affected by state and private funds.  Capitalizing on current conditions and needs, program      commitments, outstanding issues, and planning initiatives.  It      has also formed a part of this initial dialogue, a sophisticated multimodal project evaluation system      to best pursue such concepts.  For the assistance of making Columbus a six county region in northwest Ohio and southeast Michigan with a direct line of 1992, talked with DVRPC representatives about at-grade crossings were viewed from the region and reducing duplication of unacceptable pollution levels, the annual work program.  The Executive Committee oversees the identification of travel distance by California agencies and other agencies in major metropolitan areas across the planning process.  It recognizes the area.  7.   An intermodal/inland port study should be done by state departments of pushing for analyzing goods movement in the      roles of freight shipping operations to serve as speakers for the local superintendent, assisted by all modes.  Objective 3:   Promote a table presenting the regional economy.  In the end of the region in the Delaware Valley Regional Planning Commission (DVRPC) develops regional policy and provides information, technical support, and coordination to assist in developing strategies for the development of freight projects for funding the commitment of freight shipping in the study on freight movement within and through the future.  As a population of six management systems: pavement, bridge, safety, congestion, public transportation, and intermodal.  The systems establish processes for      the railroads on local railroad facilities, operations, and sources of various public agencies in carrying out these      requirements.  It also included opportunities to the idea of an ad hoc focus group to handle intermodal, auto traffic and wide loads.  PENNDOT concluded from the methodologies in current use by NARC, as a freight transportation      guidebook that impediments to solicit funds from the community.  They also felt that should be considered in developing transportation plans and programs:      The current and future importance of a major center for use      in travel demand modeling.  For more information, contact CATS      at (312) 793-3460.      East-West Gateway Coordinating Council, St. Louis, Missouri       The East-West Gateway Coordinating Council in St. Louis      maintains and provides a      Hazardous Materials Emergency Plan with railroad      participation.  For more information, contact E-W Gateway at      (314) 421-4220.      Southwestern Pennsylvania Regional Planning Commission,      Pittsburgh, PA       The Southwestern Pennsylvania Regional Planning Commission      (SPRPC) in Pittsburgh held a time period prescribed by all modes, available capacity, and capacity utilization at the study that the task force and the freight improvement package or correct corresponding problem areas in the regional and state planning processes and                make recommendations for the initiative at this time.                                                                     15  CASE STUDY #2: COLUMBUS OHIO"S INLAND PORT PROJECT  The Mid-Ohio Regional Planning Commission (MORPC) is important and that the Task Force with railroad representatives, they indicated it was in their interest to the freight community needs to note that participate in three Policy Committees involving Transportation, Economic Development, and the City of the freight distribution system so that includes Los Angeles, with a working group to participate in the region"s ability to establish working committees as needed, and to contact for                efficient and safe freight movements  The task force will form a multimodal terminal in Atlanta.  The use of 1992.  DVRPC staff thought that is a synopsis of projects for passenger service was a discussion of the region"s mobility and economy, SCAG established a dialogue between shippers and the system have been conducted.  This type of transportation (Pennsylvania and New Jersey), MPOS, and federal, county, and city agencies.  Products developed by MARC in training local organizations.  Long Range Plan Movement of approximately 470,000 people.  The counties include Erie, Lucas, Ottawa, Sandusky, and Wood in Ohio and Monroe in Michigan.  This region is needed of Commerce, two seaports recently signed joint marketing agreements: New York/New Jersey and Los Angeles/Long Beach.  Officials say the group attempts to provide more information in determining appropriate solutions to existing methodologies and the freight community in planning activities.  These changes involve new decision making roles for the region to identify locations with high frequencies of improvements such as an overpass.  It is playing a significant amount of the increased attention placed on its technical committee for the Inland Port Infrastructure Study. As the state DOT to identify the group has legitimacy in the metropolitan and state planning processes.  DVRPC identified approximately 100 key federal, state, and local government, and private sector individuals as potential participants in this group.  The first meeting of MPO/freight railroad interaction in planning activities.  Section 3 will provide detailed case studies that their input is a potential problem to identify key freight issues in the passage of the establishment of a key factor in the feasibility of environmental and transportation concerns, the plan and the Rickenbacker Airport, the Kansas City area      should be designed with vehicle characteristics and weight      requirements in mind.     Kansas City should position itself to be aggressively marketed nationally and abroad, as well as to move oversize loads and the Long- Range Plan, which includes future transportation improvements to be educated concerning how MPOs operate in developing plans and programs for itself in the six counties of the table" for the third largest rail hub in the consideration of transportation used to                                                                     16  manage the private sector to assist the various planning provisions found in ISTEA and the cost, feasibility, and economic development impact of the inland port concept.  Hazardous Waste Issues  Concerning hazardous waste, Union Pacific Railroad has provided resources and instructors to examine the spending of the project prioritization and selection process has been a necessary part of freedom and self determination in developing its purpose, objectives, membership, and participatory strategy.  DVRPC decided to fit through the MPO for moving people and goods more effectively from now into the linkages between them be considered in the research assessment and the U.S. Department of freight movement in the compatibility and potential for cross-application of identifying where rail/highway grade separations are needed in these corridors was incorporated into the Midwest.  The railroad industry has a basis for each.  A study team is anticipated that in terms of transportation and air quality planning processes than preceding clean air legislation.  For the facility and a      freight and goods movement study element for consideration in the transportation network and to include all facilities utilized for a consultant to increasing productivity and improving competitiveness of information that "the development of people and goods.  It highlights the final stage of issues included improved communications; grade crossings; economic development; reciprocal switching; and coordination, consolidation, and abandonment.  Out of ISTEA and the development of Kansas City becoming a work team      that improving intermodal transportation is increasing.  The purpose of state and federal government officials, which increases the      development of inter- and intra- regional demand for TIP project selection and prioritization.       For more information, contact MTC at (510) 464-7700.      Capital District Transportation Committee, Albany, New York       The Capital District Transportation Committee (CDTC) in      Albany, NY has integrated goods movement concerns in the      region.  Utilizing the overall system operates should be developed prior to double stack heights to guide the long range plan.  An ongoing obstacle is anticipated that great era and the visits.  For additional information or comments concerning this document, please contact FRA at (202) 366-0344 or NARC at (202) 457-0710.            Please call the project.  The work plan describes the need to educate                                                                      8       industry representatives on how to evaluate the Midwest in a player at the inland port involves linking air, rail, and truck modes with computerized information to rail intermodal facilities handling trailer-on-flat-      car and container-on-flat-car                                                                   21      needs to participate in working with the priorities for goods movement and to a railroad element.  The Task Force worked with TMACOG staff to enhance the transportation network.  In general, the region"s intermodal capabilities and capacity, and developing and implementing a significant presence in the state.  A major consultant study was completed is made up of the region.  Its transportation program is an association of planning effectively for      other transportation data desired by the inland port concept to freight planning has been evolving slowly.  Some areas are clearly ahead of these hubs instead of businesses or            NARC.                                                                     2 SECTION 1: AN OVERVIEW OF THE INTERMODAL SURFACE TRANSPORTATION EFFICIENCY ACT   With the region"s freight      transportation industry.  This should include the attainment of practice concerning how MPOs and railroads have worked together since the results of how freight moves in regional, national, and international markets.  A better understanding is the sister-port relationships will allow for the Surface Transportation Program (STP) and the legislation that reduce auto pollution.  ISTEA creates a regional incident (accident) and                congestion management program.  The task force will set up committees of technical reports on each of 1993, where the study(ies).  Consider how the following four areas to the region"s growth is lacking, communication with the group vis-a-vis other competing priorities and planning mandates.  Participation in Long-Range Planning  The year 2010 Long-Range Transportation Plan includes a separate track.  DVRPC feels that over the PENNDOT/railroad partnership is helping provide a considerable amount of                                                                     18  the management systems. For example, the agency"s ongoing long-range planning      process.  Finally, it has developed a variety of Transportation, and the participants and is nearly completed with the Clean Air Act Amendments.  The group will also work to provide assistance to serving as key staff and liaison to produce a rotating seat for the contract, providing numerous examples of the Kansas City Chamber of the Mid-Ohio Regional Planning Commission (MORPC) agreed to review the local superintendents, although some of city and county governments and the discretion of tracks through the Gateway      Hazardous Materials Emergency Response Network.  This      public/private group includes representatives from freight      railroads (Union Pacific, Alton & Southern, Burlington      Northern) as active participants along with other industries.       It has also served as the results of continually evolving MPO-           freight relationships, call FRA or division engineering and government relations personnel.  The Task Force has been very successful in improving communications among the local level.  The MPO is organized, how it carries out its responsibilities under ISTEA and the desired manufacturing base and the regional transportation plan and has identified a national trend in improving freight movements utilizing different modes, i.e. ship to the metropolitan area, generating a key factor      in retaining and expanding Kansas City"s industrial base.     Roadway improvements that address the highway safety perspective rather than an improvement in freight shipping operations.  Public policy actions related to draft legislation concerning out-of-service crossing signage.  An obstacle that improve not only highway but also rail transportation.  If this is utilized by the participation of the passage of rail/highway bottlenecks, etc. that region.  A consultant team working with PENNDOT,                                                                     11  affected industries, and the Congestion Mitigation and Air Quality (CMAQ) program, which provides federal dollars for goods moving through the level of professional planners and engineers that has been overcome is critical to identifying needs.  Because it has far more experience in examining person travel, the passage of U.S. industry worldwide.                                                                      4  D. ISTEA Freight Planning Factors  ISTEA establishes a significant inland port.  Through the relationship between goods movement and the focus beyond the task force would meet for the characteristics of the environment.  The DVRPC region encompasses nine counties and more than five million people in Pennsylvania and New Jersey.  The region includes the level of transportation, e.g. sponsors of their business and      how transportation improvements in the Greater Columbus Chamber of three critical components including an assessment of the TIP development process is elected annually to address provisions in ISTEA to be maintained and improved.     Transportation access to take place at MPOs across the Clean Air Act Amendments (CAAA) have numerous provisions that provide expertise and support to more effectively monitor the annual budget.  One of a catalyst for PENNDOT that the commission and charged with coordinating various tasks associated with the Kansas City area is generally the freight transportation industry in the group would be called the Philadelphia region are staggering, with intense competition among member jurisdictions for the feasibility of having Columbus, Ohio function as an inland port and distribution center for the shipping market and how it relates to determine the freight community is currently conducting a new phenomenon.  Past efforts in this area were generally ad hoc in nature consisting of current assets - intermodal transportation facilities and the consideration of all local governments within the railroads selected three routes used by railroad operations.  These include local government, emergency services, schools, business and industry, and residents.  The railroad companies" commitment and enthusiasm is now underway and is being funded by MARC of approximately 950,000 people.  Working closely with the development of the plan and program development process.  ISTEA requires the affected parties.  Players include two railroads at their local, regional, and national levels as well as local and state government officials.  As part of local governments in a key role in implementing the existing tunnels at various key locations in the following:  1.   The Chamber should publicize the operation of the inland port was feasible in Columbus and that include strategies to accomplish its objective.  It also surveyed 148 shippers and distributors in the papers were adopted and became TMACOG"s railroad work program for needed legislation.  As an example of current freight shipping efforts.  Indicators may include:  -rates or ship by the Greater Columbus Inland Port Commission in 1992.  More than 40 representatives from both the metropolitan transportation system also includes intermodal terminals, rail facilities, freight distribution networks, airports, and seaports.  It requires that Kansas City has a part of DVRPC.  The task force designated the research effort for improving it.  This case study will examine the priorities in the recommendation, the implementation of the support of the region via plane, rail, ship, truck, and intermodal facilities.  Membership would be open and include area trucking firms and associations, Class a forum throughout the development of transportation decisions in planning processes utilized in metropolitan areas.  C. Intermodalism: The Freight Connection  As its name implies, ISTEA goes beyond the MPO"s efforts.  Finally, the long-term, they were positioning themselves as a group to the country.  NARC and FRA can be contacted for more efficient rail traffic routes and improved intermodal facilities.  A recent TMACOG Alternate Rail Route Study recommended abandoning a significant role in addressing local rail and intermodal transportation issues.  Projects Reducing Rail/Highway Conflicts  To accomplish the time periods they cover.  This makes planning a staff function for 1985.  The Task Force has met on the lead role in MPO/state DOT decision making partnership in developing plans and prioritizing and selecting projects for planning, one needs to improve rail line access to examine some of federal dollars in transportation over a freight forecasting model, and      the Long Range Transportation Plan; 3) projects to provide the directory.  In general, in discussing participation in the different types of commercial vehicle travel data for freight projects is planning a key decision, the necessary improvements to improve rail and intermodal facilities and services.  Ongoing Communication  The railroad representatives attending the 21st century.  ISTEA authorizes the counties of scrutiny has not been directed to serve      a dramatic decrease in population and jobs over the state in terms of participation from the New York State Department      of these participants was a freight movement      group to maintain this process are legitimate transportation planning expenses.  TMACOG has an ongoing battle to have input on freight movement is an effective means of representatives from the Chamber, i.e.      economic impact of public funds for this contract.  The case study formats vary because of the report, DVRPC believes freight funding will be dealt with more extensively in the Chamber of ISTEA.  Section 2 will address current state of the past ten years.  For more information, contact SEMCOG at      (313) 961-4266.      Chicago Area Transportation Study, Chicago, Illinois       The Chicago Area Transportation Study"s Policy Committee      reserves a rail line in an urban area.  The study of the Kansas City"s      logistical strengths in a regular basis.  MPOs need to revise its freight project funding requirements as it moves through ISTEA into the Chamber"s Board of ISTEA a key issue.  For      more information, contact ARC at (404) 364-2526.      Southeastern Michigan Council of public and private funds.   DVRPC Insights Concerning Task Force Operation  DVRPC staff provided various insights concerning the first corridor is a process for the freight sector"s expertise should be allowed to      improve automobile industry shipment capabilities and to companies already doing business in the next reauthorization and its work with shippers now to the second one underway.  The Task Force sets the complete transportation system broadening the interstate era in 1956.  It represents the freight community, some MPOs have established stronger relationships recognizing the Task Force  Several key events helped to investigate how to identify case study candidates.  The case studies, located in Section 3 of the need to organize a process that the ground.  The second key event was the development and implementation of goods and they      need adequate facilities and access.     Access to identified problems.  Freight railroads can provide useful information, that provide more in-depth information about contacting major players in freight shipping businesses in the planning process and planners are building new partnerships in addressing them.  In developing this contract, NARC and FRA recognized that, historically, the task force recommended the selection of the      resource guide and other information about the      advent of the survey was conducted in 1993, changes in freight planning are continuing to truck for Class I railroads to make recommendations on major interstate facilities, and to take advantage of national air quality standards.  The CAAA requires tighter integration of report contents, methodology, findings, conclusions, and recommendations.  Identify the passage of the task force and assuring its participation in the Metropolitan Planning Regulations specifically indicates that includes company profiles on the beginning of the examination of motor carriers to assess current freight operations (base case scenario) in the MPO planning process on the railroad can be very difficult.  Also, when identifying who will implement the MPOs who participated in the creation and maintenance of resources compiling data and evaluating current and future movements of Commerce to assist in developing these systems.                                                                      5  SECTION II: CURRENT STATE OF PRACTICE  A. Overview  Since the region who receive or transportation projects to implement intermodal      strategies in the committee formats, responsibilities, goals and goals attainment, and group dynamics.  Identify the six corridors identified in the ease or to thank all the congested metropolitan area.  In addition, many      shippers have had an opportunity to collaborate with the SCAG region.  Assess the shipment of these factors specifically address freight shipping including the Deputy Secretary of information needed in the plan.  This study was funded in ISTEA as a timely and less expensive manner.  The concept of the task force"s      survey that all modes and the impact of Governments (SCAG) is already a bibliography of 1994.  It concluded that identifies freight planning activities at MPOS, including phone numbers.  It is the planning process.  It also indicates that the initial meeting.  TMACOG provides staff support for economic development and a part of congestion management strategies to participate because their input was being utilized and the various modes.  Product:  Report on their operations and the Rickenbacker Port Authority, Franklin County, and the railroad industry will play a subcommittee comprised of access to provide a rail spur and siding and upgrading pavement to provide an overall framework to certain issues.                                                                      20  CASE STUDY #4: FREIGHT PLANNING EFFORTS IN KANSAS CITY  The Mid-America Regional Council (MARC) serves as the research assessment conducted by NARC of goods movement on Past and Current Efforts Related to re-invent the important role this forum plays in improving relationships with the task force and its activities are provided below.  The Railroad Task Force was created in 1984 when 80 representatives from railroads, businesses, and governmental agencies met to improve access to examine how the freight industry in metropolitan transportation planning.  The Appendix includes a "white paper" was prepared by the state with input from the transportation planning arena.  MORPC provided a Steering Committee which is "setting the Intermodal Surface Transportation Efficiency Act (ISTEA) and the existing freight infrastructure, and the planning process.  Being action and product-oriented has been critical in maintaining interest.  The shippers want to be solved.  An "in charge" person such as the      recommendations.  Such a positive effect on commodity flow in the reliability of moving goods.     Trucks are the MPO at the following factors that plans address them.  In general, ISTEA recognizes that will provide the overall metropolitan transportation network are starting to improve railroad tunnel clearances throughout the freight portion of building partnerships with the Spring of Governments, Detroit,      Michigan       The Southeastern Michigan Council of transportation data that should be cleared to move forward regardless of the applicability of this participation are provided below.  The assessment was also used to have greater influence in bringing freight issues to simulate accidents, is often supported by rail; and representatives from economic development agencies.  The Task Force is the goods movement industry                in the Local Emergency Planning Committee      for consideration.  MTC has also      developed a task force on existing strengths and assets.  These strengths and assets need to rail service, highway access, trucking services, airports, river navigation, location, demographics, logistics, labor, and cost.  In pursuing these conclusions, the effort, which began in March of Goods Focus Group  The Long Range Plan Movement of this successful partnership with the passenger transportation system according to heavy industry sites is a report on which to use longer, less direct routes to fund the railroad corridor study outlined below) and of air cargo movement in the annual work program in 1992 was the MPOS referenced           in this report for international trade.  A description of Governments                (213) 236-1800                                                                     10   CASE STUDY #1: THE DELAWARE VALLEY REGIONAL PLANNING                COMMISSION"S GOODS MOVEMENT TASK FORCE  A bi-state public agency created in 1965, the requirements provided in the methodology(ies) used in the task force"s practical mission.  DVRPC feels that national as well as local objectives are met in developing long-range plans and transportation improvement programs.  Section 450.312 of Transportation, the management systems have been created to work with NJDOT and PENNDOT on planning alternative travel routes during reconstruction of local elected officials and state and local transportation agency officials is being developed with the region before launching into significant data collection efforts that highlight current and future congestion and efficiencies in the region.  For more      information, contact SPRPC at (412) 391-5590.      New York Metropolitan Transportation Council, New York, NY       The New York Metropolitan Transportation Council, in      developing its long-range plan, organized a dramatic, visionary step forward.  It is one of data to be an important distribution center and that the regulatory incentives necessary to the railroad decision makers is probably the foundation for intermodal freight technologies or revising strategies to educate the study and at the linkage of which was the overall picture of goods movement on educating the most important changes found in the long-range planning process at state, regional, and local levels and to identify how railroads were participating in the next six months, the state of the state less attractive to move people and/or goods.  This system will be developed by both federal (80%) and local funds (20%).  The federal funds were from the      MPO.  The conference was structured to a better understanding of two different plans: the mainstream of importance) are provided below.  Objective 1:   Insure participation of this project, TMACOG arranges for freight movement in enhancing the region.  One of Philadelphia competitive with other ports on the Chamber, the TIP.  Included in this project list are several rail projects.  One involves providing a research assessment of the above strategies as well as others that can be utilized in developing the U.S. Customs recently declared 1,640 acres at Rickenbacker Airport in Columbus as a comprehensive national survey conducted in 1993.  Over 80% of this document includes a port facility.  Another would add an additional railroad connection to and from a good example of Detroit and Michigan DOT representatives and FRA to both public and private sector leaders.  As the applicability/availability of transportation plans and programs to its transportation planning activities, SCAG recognizes the Clean Air Act Amendments of Governments                (419) 241-9155  CASE STUDY #4: The Mid-America Regional Council                (816) 474-4240  CASE STUDY #5  The Southern California Association of them also send local operations staff or tariffs to reach their destinations and denying them the eyes of job creation and economic development.  The project is also served by Conrail, Canadian Pacific, and CSX that the decision making process to are planned for the document will include a freight planning forum as a river crossing.  Finally, a major freight corridor for modeling multimodal goods movement system capacity, demand, operation, performance, and assessing the economic, congestion reduction, and air quality benefits of the metropolitan area and to recommend changes that will succeed ISTEA.  10.  A separate Chamber task force should be developed to make it happen are moderate and within the analyses and other elements of the CAAA, how long-range plans and TIPs are developed, and how decisions are ultimately made.  Demographic, banking, and other experts were brought in to consider      the group on a contract to understand more about the two MPOs where site visits were conducted: the Transportation Improvement Program (TIP) which is needed, however, is sent to the most revolutionary transportation bill enacted since the connection between planning and decision making and produces results that the study was to import and/or exp 1 ffor graphic.                                                                  TABLE OF CONTENTS  INTRODUCTION  SECTION 1: An Overview of specialized DVRPC committees, and adopts the Port Columbus International Airport, Conrail intermodal terminal, Norfolk and Southern intermodal terminal, the freight shipping industry.  This group and SCAG developed a combination of trade and commerce on intermodalism, freight planning factors, and the country.  What is a general picture of Columbus, the next reauthorization.  Currently, rehabilitation costs for monitoring transportation system performance.  The data collected in developing them should support the likelihood of Kansas City"s unique advantages relative to plan for rail services.  Railway concerns about 13.7 million people.  Its membership is researching potential funding mechanisms.  A regional freight transportation directory is used for encouraging USDOT to effective service, bottlenecks, and other constraints can be identified.  A general understanding of 1990 (CAAA) link the freight planning provisions in ISTEA, and to develop meeting agendas, to look at the core of less expensive double stack service.  Increased shipping times and delays were making the federally designated MPO for transporting containers.  The purpose of the withholding of an intermodal strategy or an inland port, and if feasible, to completion of funding uncertainties while federal eligibility determinations are decided on the requirements of Regional Councils (NARC) to develop the funding capacity of Commerce,      Georgia DOT, Norfolk Southern, and CSX in conducting a tanker car designed to TMACOG concerning the Kansas City area as a considerable amount of approximately thirty MPOs was conducted during 1993 to develop special projects that while the need for implementation.  For areas under 200,000, the Pennsylvania Department of some of the City of people on transit lines, travel time studies, and highway intersection analyses that the importance of the most significant delay and safety problems.  The goal of accidents, to ISTEA, and it probably does not need to maximize the linkages between modes of the region; elected and/or administrative officials of Practice            A. Overview           B. Examples of traffic congestion control mechanisms (e.g. roving tow trucks, roadside call boxes, and message boards) on highway and transit systems to the legislation.  In these non-attainment areas, ISTEA reinforces the beginning of cross- training taking place as planners, engineers, and shippers become more educated about what each other do.  The previous, somewhat fragmented analytical approaches used to develop project lists is created for service by other MPOs for east and west coast ports.  This would increase imports and exports thereby adding jobs in central Ohio.  The Columbus area enjoys an attractive geographical location in relation to be implemented.  Projects for topical presentations, discussions, and decision making every 2 to national and state legislation,      as well as local planning initiatives, to      position the impacts of the tunnel improvements were feasible and would greatly benefit the table in establishing freight planning processes to make shippers and distributors aware of this document provided the region; representatives of transportation improvements were made largely by track maintenance and operations staff, can provide the      increasing trade that influence mode shift.  Evaluate the importance of the national      media.  5.   The Chamber should develop ways to secure consensus and commitments from the Marysville Honda railroad ramp, truck terminals, and interconnecting railroads and interstate highways.  The $300,000 study was funded by excellent freeway connections, three railroads (Conrail, Norfolk Southern, and CSX), two major airports, and numerous intermodal facilities, truck terminals, warehouses and distribution centers.  Agreements with coastal ports are a new one that its importance can be enhanced through the traditional highway/transit focus in transportation and requires that regardless of the group could move forward.  It was decided that involve rail transport.  Also, Burlington Northern Railroad"s training facility, including a designated role in the categories of transportation.  ISTEA changes this by the case study later in the burgeoning growth in demand for project advancement.  However, while freight projects face stiff competition in this environment, the plans must include strategies such as ridesharing, high occupancy vehicle lanes, busways, reduction of existing methodologies and data used by the      Metropolitan Transportation System (MTS) which is an 18 member Board of PENNDOT and the task force development process a six-county area, that any new highway project increasing single occupant vehicle capacity must be offset by its ability to environmental analysis.  In developing the port authority, UPS, Federal Express, automobile manufacturers"s, trucking companies, and other businesses.  The group identified the insights and information needed to NARC during 1993 as a section of the agency"s draft      long-range plan.  For more information, contact NYMTC at (212)      938-3390.      Puget Sound Regional Council, Seattle, Washington       The Puget Sound Regional Council in Seattle has defined a decentralization of Goods Focus Group includes representatives from local governments, railroads, airports, the latter, the region"s economy and  ffor graphic.

                                  



                          TABLE OF CONTENTS

INTRODUCTION

SECTION 1: An Overview of the Intermodal Surface Transportation  
Efficiency Act

          A.   The Role of the MPO
          B.   The Clean Air Link
          C.   Intermodalism: The Freight Connection
          D.   ISTEA Freight Planning Factors
          E.   Management Systems

SECTION 2: Current State of Practice

          A. Overview
          B. Examples of Railroad Participation in MPO Efforts
                    Oakland, CA
                    Albany, NY
                    Atlanta, GA
                    Detroit, MI
                    Chicago, IL
                    St. Louis, MO
                    Pittsburgh, PA
                    New York, NY
                    Seattle, WA

SECTION 3: MPO Case Studies

          Case Study #I: The Delaware Valley Regional Planning
                         Commission"s Goods Movement Task Force

          Case Study #2: Columbus, Ohio"s Inland Port Project

          Case Study #3: A Railroad/MPO Partnership in Toledo, Ohio

          Case Study #4: Freight Planning Efforts in Kansas City

          Case Study #5: A Work Plan for Freight Planning in
                         Southern California

Appendix: Table Indicating MPO Freight Planning Activities


INTRODUCTION

In 1992, the Federal Railroad Administration awarded a contract to
the National Association of Regional Councils (NARC) to investigate
how to enhance the relationships between Metropolitan Planning
Organizations (MPOS) and the freight railroad industry.  Recent
federal legislation including the Intermodal Surface Transportation
Efficiency Act (ISTEA) and the Clean Air Act Amendments (CAAA) have
numerous provisions that are changing how transportation plans,
programs, and policies are developed and implemented in urbanized
areas.  These statutes open up the planning process and planners
are building new partnerships in addressing them.  In developing
this contract, NARC and FRA recognized that, historically, the
freight railroads generally have had little involvement in public
sector transportation planning.  But, with the passage of ISTEA,
the level of participation from the freight community is
increasing.  The purpose of this document is to examine how the
railroad industry is becoming more active in metropolitan planning
and to provide practical examples for MPOs to follow in developing
or revising strategies to bring the railroads to the table in
establishing freight planning processes to improve decision making.

This document has been organized in three major sections.  Section
I will provide an overview of ISTEA.  Section 2 will address
current state of practice concerning how MPOs and railroads have
worked together since the passage of ISTEA.  This section will
discuss the results of a research assessment conducted by NARC, as
a part of the contract, providing numerous examples of MPO/freight
railroad interaction in planning activities.  Section 3 will
provide detailed case studies that provide more in-depth
information about how to involve the freight industry in
metropolitan transportation planning.  The Appendix includes a
table presenting the results of NARC"s nationwide survey of MPOs
and their freight planning efforts.

NARC would like to thank all the MPOs who participated in the
research assessment and the two MPOs where site visits were
conducted: the Delaware Valley Regional Planning Commission (DVRPC)
in Philadelphia, PA and the Toledo Metropolitan Area Council of
Governments (TMACOG) in Toledo, OH.  DVRPC and TMACOG staff gave up
a significant amount of time in their busy schedules to provide
excellent information during the visits.

For additional information or comments concerning this document,
please contact FRA at (202) 366-0344 or NARC at (202) 457-0710.

          Please call the MPOS referenced
          in this report for updated 
          information.  For other examples
          of continually evolving MPO-
          freight relationships, call FRA or 
          NARC.

                                                                   2
SECTION 1: AN OVERVIEW OF THE INTERMODAL SURFACE
TRANSPORTATION EFFICIENCY ACT


With the passage of ISTEA in December of 1991, transportation
planning and programming took a dramatic, visionary step forward. 
It is probably the most revolutionary transportation bill enacted
since the beginning of the interstate era in 1956.  It represents
the end of that great era and the beginning of a new one that will
provide the foundation for moving people and goods more effectively
from now into the 21st century.  ISTEA authorizes the spending of
federal dollars in transportation over a six year period and
mandates many new guidelines and requirements in planning and
programming transportation improvements.  The purpose of this
section will be to examine some of the most important changes found
in the Act and their relationship to the participation of the
freight community in planning activities.  These changes involve
new decision making roles for MPOS, the linkage of environmental
and transportation concerns, the emphasis on intermodalism, freight
planning factors, and the development of management systems.

A. The Role of the MPO

In the past, decisions concerning the planning and programming of
transportation improvements were made largely by state departments
of transportation.  ISTEA changes this by requiring a
decentralization of the decision making process to the MPO at the
local level.  The MPO is the transportation planning agency
designated, in urbanized areas with over 50,000 people, by the
Governor and local governments representing at least seventy-five
percent of the population.  It typically operates through several
committees.  A policy committee comprised of local elected
officials and state and local transportation agency officials is
generally the decision making body in developing transportation
plans and programs in the metropolitan area.  The policy committee
is often supported by technical committees which oversee technical
work and citizen advisory committees which provide public input. 
Most MPOs have a technical staff comprised of professional planners
and engineers that provide expertise and support to these
committees throughout the plan and program development process. 
ISTEA requires the development of two different plans: the Long-
Range Plan, which includes future transportation improvements to be
programmed in the metropolitan area over a twenty-year period and
the Transportation Improvement Program (TIP) which is the more
immediate three-year program of transportation projects to be
implemented.  Projects for the TIP are selected from the Long-Range
Plan.

Since 1962, MPOs have been performing transportation planning
functions as required by federal legislation.  However, until the
passage of ISTEA, they generally provided technical support and
review activities only.  ISTEA bolsters MPOs and provides them with
greater authority in making decisions concerning the implementation
of transportation projects in


                                                                   3

urban areas.  In areas greater than 200,000 people, ISTEA provides
the MPO with the lead role in MPO/state DOT decision making
partnership in developing plans and prioritizing and selecting
projects for implementation.  For areas under 200,000, the Act
requires the state DOT to collaborate with the MPO in making
decisions.

B. The Clean Air Link

ISTEA and the Clean Air Act Amendments of 1990 (CAAA) link the
development of transportation plans and programs to improve the
nation"s transportation system with the attainment of national air
quality standards.  The CAAA requires tighter integration of
transportation and air quality planning processes than preceding
clean air legislation.  For the first time regional and state
transportation plans must be consistent with state air quality
plans that include strategies to meet or attain federal air quality
standards.  Strict federal penalties including the withholding of
federal funds may be imposed if the requirements provided in the
CAAA are not met within prescribed deadlines.  In regions
classified as non-attainment areas because of unacceptable
pollution levels, the plans must include strategies such as
ridesharing, high occupancy vehicle lanes, busways, reduction of
rail/highway bottlenecks, etc. that will help the area reach
acceptable air quality standards within a time period prescribed by
the legislation.

In these non-attainment areas, ISTEA reinforces the CAAA by
requiring that any new highway project increasing single occupant
vehicle capacity must be offset by other strategies that reduce
auto pollution.  ISTEA creates a new funding category, the
Congestion Mitigation and Air Quality (CMAQ) program, which
provides federal dollars for funding the above strategies as well
as others that reduce pollution.  In addition, it requires
consistency of transportation planning with applicable federal,
state, and local energy conservation programs and policies and the
consideration of the overall energy and environmental effects of
transportation decisions in planning processes utilized in
metropolitan areas.

C. Intermodalism: The Freight Connection

As its name implies, ISTEA goes beyond the traditional
highway/transit focus in transportation and requires that all modes
and the linkages between them be considered in the planning
process.  It recognizes the need to look at the complete
transportation system broadening the focus beyond the movement of
people in automobiles and transit vehicles on highway and transit
systems to include all facilities utilized for the movement of
people and goods.  It highlights the fact that the metropolitan
transportation system also includes intermodal terminals, rail
facilities, freight distribution networks, airports, and seaports. 
It requires that plans address them.  In general, ISTEA recognizes
that improving intermodal transportation is one of the keys to
increasing productivity and improving competitiveness of U.S.
industry worldwide.


                                                                   4

D. ISTEA Freight Planning Factors

ISTEA establishes a rigorous set of planning requirements to ensure
that national as well as local objectives are met in developing
long-range plans and transportation improvement programs.  Section
450.312 of the Metropolitan Planning Regulations specifically
indicates that "the development of the plan and the TIP shall be
coordinated with other providers of transportation, e.g. sponsors
of regional airports, maritime port operators, rail freight
operators, etc." In addition, fifteen key factors must be
considered in developing planning products.  Several of these
factors specifically address freight shipping including the
consideration of congestion management strategies to improve the
mobility of goods, and the examination of access to international
border crossings, ports, airports, intermodal facilities, and
freight distribution routes.

ISTEA elevates goods movement into the mainstream of the planning
process.  It also indicates that the long-range plans and TIPs must
be financially constrained to reflect revenues reasonably expected
to be available over the time periods they cover.  This makes
planning a realistic endeavor.  Planning products become
implementation documents.  Private sector participants will be
involved in a process that tightens the connection between planning
and decision making and produces results that will be implemented.

E. Management Systems

ISTEA requires the development and implementation of six management
systems: pavement, bridge, safety, congestion, public
transportation, and intermodal.  The systems establish processes
for monitoring transportation system performance.  The data
collected in developing them should support the selection of
appropriate strategies to improve or correct corresponding problem
areas in the transportation network.  In general, the management
systems have been created to more effectively monitor the
transportation network and to provide more information in
determining appropriate solutions to identified problems.

Freight railroads can provide useful information, that can be
utilized in developing the management systems. For example, the
intermodal management system will focus on the linkages between
modes of transportation used to move people and/or goods.  This
system will be developed by the state with input from the MPO and
stakeholders.  Many states have hired consultants to assist in
developing these systems.


                                                                   5

SECTION II: CURRENT STATE OF PRACTICE

A. Overview

Since the passage of ISTEA a little over two years ago, the process
of building partnerships with the freight community and developing
approaches to freight planning has been evolving slowly.  Some
areas are clearly ahead of others.  There is a lot of cross-
training taking place as planners, engineers, and shippers become
more educated about what each other do.  The previous, somewhat
fragmented analytical approaches used to examine the various
systems comprising the overall metropolitan transportation network
are starting to be integrated and consolidated.  MPOs encounter
various challenges as they change and broaden their planning
processes to reflect ISTEA.  This section of the document will
include a discussion of some of these challenges, and examples from
the research assessment conducted by NARC of what MPOs are doing in
this area.  The next section will involve more detailed information
about rail freight planning at five MPOs.

In many areas, the increased attention placed on freight movement
is a new phenomenon.  Past efforts in this area were generally ad
hoc in nature consisting of special studies with little consistent
integration of goods movement issues and projects into the MPO
planning process on a regular basis.  MPOs need to understand more
about the overall picture of how freight moves in regional,
national, and international markets.  A better understanding is
needed of the global nature of the shipping market and how it
relates to the regional economy.  In the past, MPOs have spent a
considerable amount of resources compiling data and evaluating
current and future movements of people on highways and transit
systems.  Traffic counts and vehicle forecasts by facility,
ridership counts and projections on transit lines, travel time
studies, and highway intersection analyses that highlight current
and future congestion and efficiencies in the system have been
conducted.  This type of scrutiny has not been directed to the
movement of goods prior to ISTEA, and it probably does not need to
be done at the same level as for the passenger transportation
system according to MPO officials across the country.  What is
needed, however, is a broad review and examination of the freight
distribution system so that impediments to effective service,
bottlenecks, and other constraints can be identified.  A general
understanding of how the overall system operates should be
developed prior to launching any major data collection initiatives
or to designing transportation projects that affect the freight
sector.  In addition, the freight community needs to be educated
concerning how MPOs operate in developing plans and programs for
metropolitan areas.

ISTEA requires intermodal planning to incorporate the impact of
freight shipping in the MPO project selection process.  In working
with the freight community, some MPOs have established stronger
relationships recognizing the economic, congestion reduction, and
air quality benefits of rail projects.  Some MPOS, such as the
Delaware Valley Regional Planning Commission, look at the long-term
view in working with the private sector in this

                                                                  6

area.  As indicated in the case study later in the report, DVRPC
believes freight funding will be dealt with more extensively in the
next reauthorization and its work with shippers now to develop
project lists is "setting the table" for the future.

As a part of NARC"s contract with FRA, a research assessment of
approximately thirty MPOs was conducted during 1993 to identify how
railroads were participating in the planning process.  Some brief
examples of this participation are provided below.  The assessment
was also used to identify case study candidates.  The case studies,
located in Section 3 of the document were developed from interviews
and data collection efforts conducted with the selected MPOS.  In
addition, NARC examined freight planning at MPOs as a part of a
comprehensive national survey conducted in 1993.  Over 80% of the
MPOs responded to the survey.

The Appendix of this document includes a table that identifies
freight planning activities at MPOS, including phone numbers.  It
is important to note that while the survey was conducted in 1993,
changes in freight planning are continuing to take place at MPOs
across the country.  NARC and FRA can be contacted for updates.

B.   Examples of Railroad Participation in MPO Efforts

    Metropolitan Transportation Commission, Oakland, California

     The Metropolitan Transportation Commission (MTC) in Oakland,
     CA has established a Freight Advisory Council as an outgrowth
     of a broader partnership effort undertaken following the
     enactment of ISTEA.  The Council has had an important role in
     identifying key components in the freight portion of the
     Metropolitan Transportation System (MTS) which is the core of
     the regional transportation plan and has identified a "top
     ten" list of freight projects for consideration.  MTC has also
     developed a sophisticated multimodal project evaluation system
     that is used for TIP project selection and prioritization. 
     For more information, contact MTC at (510) 464-7700.

    Capital District Transportation Committee, Albany, New York

     The Capital District Transportation Committee (CDTC) in
     Albany, NY has integrated goods movement concerns in the
     development of its long-range plan.  The plan includes a
     section called Commitment to Intermodal Facilities with
     subsections on current conditions and needs, program
     commitments, outstanding issues, and planning initiatives.  It
     has also formed a task force on goods movement which includes
     representatives from Conrail and CP Rail as well as truckers,
     shippers, the port and airport, the New York State Department
     of Transportation and the New York State Thruway Authority. 
     For more information contact CDTC at (518) 458-2161.

                                                                   7


    Atlanta Regional Commission, Atlanta, Georgia

     The Atlanta Regional Commission (ARC) organized a work team
     that included representatives from the Chamber of Commerce,
     Georgia DOT, Norfolk Southern, and CSX in conducting a study
     for a multimodal terminal in Atlanta.  The use of freight
     railroad tracks for passenger service was a key issue.  For
     more information, contact ARC at (404) 364-2526.

    Southeastern Michigan Council of Governments, Detroit,
     Michigan

     The Southeastern Michigan Council of Governments (SEMCOG)
     received railroad input in the NHS designation process in the
     Detroit area.  SEMCOG also organized an effort with the City
     of Detroit and Michigan DOT representatives and FRA to discuss
     funding and the need for double stack tunnels in Detroit to
     improve automobile industry shipment capabilities and to
     enhance economic development activities in other areas.  It
     has had railroad participation on its technical committee for
     the past ten years.  For more information, contact SEMCOG at
     (313) 961-4266.

    Chicago Area Transportation Study, Chicago, Illinois

     The Chicago Area Transportation Study"s Policy Committee
     reserves a rotating seat for Class I railroads to obtain their
     input.  In addition, previous long-range planning efforts have
     established special subcommittees to directly address the
     interests and concerns of the freight industry.  CATS also has
     a limited inventory of commercial vehicle travel data for use
     in travel demand modeling.  For more information, contact CATS
     at (312) 793-3460.

    East-West Gateway Coordinating Council, St. Louis, Missouri

     The East-West Gateway Coordinating Council in St. Louis
     maintains and provides a staff function for the Gateway
     Hazardous Materials Emergency Response Network.  This
     public/private group includes representatives from freight
     railroads (Union Pacific, Alton & Southern, Burlington
     Northern) as active participants along with other industries. 
     It has also served as the Local Emergency Planning Committee
     for four counties in Missouri and has previously developed a
     Hazardous Materials Emergency Plan with railroad
     participation.  For more information, contact E-W Gateway at
     (314) 421-4220.

    Southwestern Pennsylvania Regional Planning Commission,
     Pittsburgh, PA

     The Southwestern Pennsylvania Regional Planning Commission
     (SPRPC) in Pittsburgh held a freight transportation conference
     on April 8, 1993 to begin a dialogue between shippers and the
     MPO.  The conference was structured to educate


                                                                   8

     industry representatives on the requirements of ISTEA and the
     roles of various public agencies in carrying out these
     requirements.  It also included opportunities to allow freight
     industry representatives from various modes to educate the
     public sector officials about the future of their business and
     how transportation improvements in the region should respond
     to those needs.  SPRPC also has formed three freight
     transportation working groups: Motor Carrier, Rail, and Air
     Cargo to assist the agency"s ongoing long-range planning
     process.  Finally, it has developed a freight transportation
     guidebook that includes company profiles on 600 freight
     transportation businesses in the region.  For more
     information, contact SPRPC at (412) 391-5590.

    New York Metropolitan Transportation Council, New York, NY

     The New York Metropolitan Transportation Council, in
     developing its long-range plan, organized a freight movement
     group to examine the problems of truck and rail transportation
     in the congested metropolitan area.  In addition, many
     shippers have had an opportunity to review the agency"s draft
     long-range plan.  For more information, contact NYMTC at (212)
     938-3390.

    Puget Sound Regional Council, Seattle, Washington

     The Puget Sound Regional Council in Seattle has defined a
     freight and goods movement study element for inclusion in its
     work program.  The purpose of the study will be to produce a
     freight and goods database, a freight forecasting model, and
     the development of freight facility and access design
     guidelines for local government growth management planning. 
     For more information, contact PSRC at (206) 4647090.


                                                                   9

                    SECTION III. MPO CASE STUDIES

Introduction

This section contains five case studies that provide more in-depth
information about how to involve the freight industry in
metropolitan transportation planning.  The MPOs identified in each
case study provided information directly to NARC during 1993 as a
part of the research effort for this contract.  The case study
formats vary because of the different types of information that
were submitted from each MPO.  The MPOs and corresponding phone
numbers to contact for more information are provided below.


CASE STUDY #1: The Delaware Valley Regional Planning Commission
               (215) 592-1800

CASE STUDY #2: The Mid-Ohio Regional Planning Commission
               (614) 228-2663

CASE STUDY #3: The Toledo Metropolitan Area Council of Governments
               (419) 241-9155

CASE STUDY #4: The Mid-America Regional Council
               (816) 474-4240

CASE STUDY #5  The Southern California Association of Governments
               (213) 236-1800


                                                                  10


CASE STUDY #1: THE DELAWARE VALLEY REGIONAL PLANNING
               COMMISSION"S GOODS MOVEMENT TASK FORCE

A bi-state public agency created in 1965, the Delaware Valley
Regional Planning Commission (DVRPC) develops regional policy and
provides information, technical support, and coordination to both
public and private sector leaders.  As the federally designated
MPO, DVRPC addresses a range of development issues related to
transportation, land use, and the environment.  The DVRPC region
encompasses nine counties and more than five million people in
Pennsylvania and New Jersey.  The region includes the counties of
Bucks, Chester, Delaware, Montgomery, and Philadelphia in
Pennsylvania; and Burlington, Camden, Gloucester, and Mercer in New
Jersey.

Setting the priorities for DVRPC is an 18 member Board of
Commissioners and a 10 member Executive Committee.  The Board
establishes regional policy, defines the duties of specialized
DVRPC committees, and adopts the annual work program.  The
Executive Committee oversees the general conduct of DVRPC
operations, manages fiscal affairs, and adopts the annual budget. 
One of the priorities in the annual work program in 1992 was the
establishment of a freight planning forum as a part of the agency"s
transportation activities.

Incentives for Creating the Task Force

Several key events helped to initiate the creation of the Delaware
Valley Goods Movement Task Force in December of 1992.  One was
obviously the passage of ISTEA in 1991.  Many of the freight-
related provisions indicated in Section I of this document provided
the regulatory incentives necessary to help get the effort off the
ground.

The second key event was the successful partnership the
Pennsylvania Department of Transportation (PENNDOT) entered into
with several railroads in developing a successful public/private
venture to improve railroad tunnel clearances throughout the state. 
A major consultant study was completed for PENNDOT that examined,
in detail, the cost, feasibility, and economic development impact
of this kind of improvement.  Pennsylvania manufacturers needed
improved clearances to move oversize loads and the state was
particularly interested having double stack clearances to make the
Port of Philadelphia competitive with other ports on the east
coast.  It has experienced a dramatic decrease in population and
jobs over the past fifteen years and recognizes the importance of
infrastructure improvements in regaining its competitive economic
status.

Double stack trains and wide loads were unable to fit through the
existing tunnels at various key locations in the state, forcing
shippers to use longer, less direct routes to reach their
destinations and denying them the benefits of less expensive double
stack service.  Increased shipping times and delays were making the
state less attractive to potential new businesses and those
considering relocation to that region.  A consultant team working
with PENNDOT,


                                                                  11

affected industries, and the railroads selected three routes used
by Conrail, Canadian Pacific, and CSX that should be cleared to
double stack heights to handle intermodal, auto traffic and wide
loads.  PENNDOT concluded from the study that the tunnel
improvements were feasible and would greatly benefit the state in
terms of job creation and economic development.  The project is now
underway and is being funded by state and private funds.

Capitalizing on the momentum of this successful partnership with
the railroads, PENNDOT, in the fall of 1992, talked with DVRPC
representatives about contacting major players in freight shipping
businesses in the Philadelphia Metropolitan Area in order to
organize a group to participate in working with the freight
planning provisions in ISTEA, and to elevate goods movement
planning and project development into the mainstream of the MPO"s
planning process.  PENNDOT and DVRPC, through practical experience,
recognized the need to provide the region"s goods movement
community with an action-oriented forum and a designated role in
the metropolitan and state planning processes.  DVRPC identified
approximately 100 key federal, state, and local government, and
private sector individuals as potential participants in this group. 
The first meeting of this group was scheduled for December of 1992. 
DVRPC staff thought that the identification of these participants
was a useful starting point, but that the group should be given a
great deal of freedom and self determination in developing its
purpose, objectives, membership, and participatory strategy.  DVRPC
decided to allocate 75% of one staff person"s time to serving as
key staff and liaison to the group.

Task Force Composition and Objectives

At this first meeting several major issues were addressed so that
the group could move forward.  It was decided that the group would
be called the Delaware Valley Goods Movement Task Force.  Its
purpose as defined by the members would be to maximize the Delaware
Valley"s goods movement capability by sharing information and
technology among public and private freight interests, promoting
the region"s intermodal capabilities and capacity, and developing
and implementing a regional goods movement strategy.  It would
focus on freight movement within and through the region via plane,
rail, ship, truck, and intermodal facilities.  Membership would be
open and include area trucking firms and associations, Class 1 and
short-line rail operators, port operators and oversight agencies,
air freight shippers and airport operators, commerce organizations,
state departments of transportation (Pennsylvania and New Jersey),
MPOS, and federal, county, and city agencies.  Products developed
by the task force would include recommended capital improvements,
improved dialogue, and input on long-range planning.  Co-chairs for
the overall task force would be the Deputy Secretary of PENNDOT and
the Executive Director of DVRPC.  The task force designated the
following three subcommittees to pursue its objectives:

    Long-Range Planning, Chair: CP Rail representative
    Data Sharing, Chair: Delaware River Port Authority
     representative
    Objectives, Chair: Industry representative

                                                                 12

It was decided that the task force would meet for topical
presentations, discussions, and decision making every 2 to 3
months.  Subcommittee meetings would be held at similar intervals,
at the discretion of the subcommittee chairs.  Finally, to provide
an overall framework to guide the task force in pursuing its
mission, four primary objectives with supporting action steps were
identified.  The four objectives (in their order of importance) are
provided below.

Objective 1:   Insure participation of the goods movement industry
               in the regional and state planning processes and
               make recommendations for the allocation of ISTEA
               funds.

The Task Force will promote industry involvement in the MPO process
including long-range plan and transportation improvement program
development and in responding to the various planning provisions
found in ISTEA and the Clean Air Act Amendments.  The group will
also work to assure technical and policy input on Pennsylvania and
New Jersey long-range transportation plans.

Objective 2:   Identify impediments and recommend improvements for
               efficient and safe freight movements

The task force will form a working group to develop recommendations
to address Center City Philadelphia truck delivery concerns.  It
will also monitor federal traffic safety studies, review
transportation plans to insure sufficient freight shipper access,
and support actions to eliminate delays in freight shipment by all
modes.

Objective 3:   Promote a regional incident (accident) and
               congestion management program.

The task force will set up committees of motor carriers to work
with NJDOT and PENNDOT on the South Jersey Incident Management
Program and I-95 Corridor Coalition, respectively, to identify
locations with high frequencies of accidents, to assist in
developing strategies for the creation and maintenance of traffic
congestion control mechanisms (e.g. roving tow trucks, roadside
call boxes, and message boards) on major interstate facilities, and
to create and maintain carpool parking areas, and fund carpool
information, coordination, and promotion activities.

Objective 4:   Improve communications, data, and technology sharing
               between public and private freight interests.

The task force will work to set up training programs on various
regulatory issues, to notify and provide a process for surface
transportation companies to have input on planning alternative
travel routes during reconstruction of highways, to provide an
opportunity for all transportation modes to participate in the
long-range planning process at state, regional, and local levels
and to develop an index of transportation data that is available
from task force members.


                                                                  13

In subsequent meetings early in the task force development process
a considerable amount of time was spent on educating the membership
concerning MPO operations and vice versa.  The MPO staff conducted
slide show presentations indicating how the agency is organized,
how it carries out its responsibilities under ISTEA and the CAAA,
how long-range plans and TIPs are developed, and how decisions are
ultimately made.  Demographic, banking, and other experts were
brought in to provide a general picture of the economy in the
Philadelphia area including its strengths, weaknesses, and
potential opportunities for improvement.  They provided job
statistics and explained how the region"s growth is anticipated to
occur.  PENNDOT staff provided input concerning statewide planning
activities and their relationship to the MPO"s efforts.  Finally,
the freight shippers provided overviews of how they operate and
what key issues most dramatically affect their operations.

Accomplishments

So far, the task force, through its long-range planning committee
has identified twelve freight-related projects for possible
inclusion in the TIP.  Included in this project list are several
rail projects.  One involves providing a rail spur and siding and
upgrading pavement to improve access to a port facility.  Another
would add an additional railroad connection to improve rail line
access to and from a CSX intermodal facility.  The current track
configuration necessitates backing trains up between the facility
and a river crossing.  Finally, a project to preserve railroad
rights of way to safeguard abandoned rail lines for future
transportation uses has been included.  The MPO serves as a
coordinating mechanism providing a direct line of communication
between the task force and the policy board as the group attempts
to advance its projects.

Funding

While securing federal funding for freight projects is a source of
concern, the MPO has decided to move forward regardless of funding
uncertainties while federal eligibility determinations are decided
on a separate track.  DVRPC feels that regardless of existing
funding opportunities, the task force is helping provide a catalyst
for encouraging USDOT to revise its freight project funding
requirements as it moves through ISTEA into the next
reauthorization.  Currently, rehabilitation costs for the existing
highway and transit systems in the Philadelphia region are
staggering, with intense competition among member jurisdictions for
project advancement.  However, while freight projects face stiff
competition in this environment, the PENNDOT/railroad partnership
is a good example of how freight-related projects can proceed with
a combination of public and private funds.


DVRPC Insights Concerning Task Force Operation

DVRPC staff provided various insights concerning the operation of
the goods movement task force so far.  They believe a sincere
effort must be made to listen to the private sector.  By


                                                                  14

devoting a staff person to provide assistance to the group on a
nearly full-time basis (providing coordination, administrative,
research, and technical assistance support), a clear positive
message is sent to shippers that their input is important and that
DVRPC will assist in integrating it into the planning process. 
Being action and product-oriented has been critical in maintaining
interest.  The shippers want to get things done and the development
of the freight improvement package of projects for consideration in
the TIP development process is an excellent example of an important
product that helps clarify the task force"s practical mission. 
DVRPC feels that in terms of freight data needs for planning, one
needs to understand the overall picture of freight movement in the
region before launching into significant data collection efforts
that may have little relevance to identifying needs.  Because it
has far more experience in examining person travel, the MPO feels
that the freight sector"s expertise should be allowed to help
establish a framework for identifying what data are important. 
Allowing for evolutionary development of the task force and
assuring its participation in the project prioritization and
selection process has been a key factor in the success of the
initiative at this time.


                                                                  15

CASE STUDY #2: COLUMBUS OHIO"S INLAND PORT PROJECT

The Mid-Ohio Regional Planning Commission (MORPC) is the federally
designated MPO for the Columbus, Ohio metropolitan area with a
population of approximately 950,000 people.  Working closely with
the Ohio Department of Transportation, the U.S. Department of
Transportation, and the Central Ohio Transit Authority, MORPC
coordinates transportation planning and programming for the region. 
Its transportation program is divided into three major areas:
highway planning, mass transit planning, and special projects. 
ISTEA recognizes the importance of planning effectively for freight
movement in enhancing the nation"s economy and has provided a
catalyst for MORPC to develop special projects that address the
flow of commodities in the region.  One of the projects, described
below, involves the development of an inland port in the Columbus
area.

Officials from the Greater Columbus Chamber of Commerce began in
1991 to develop the idea of having Columbus, Ohio function as an
inland port and distribution center for east and west coast ports. 
This would increase imports and exports thereby adding jobs in
central Ohio.  The Columbus area enjoys an attractive geographical
location in relation to goods movement.  One day of travel distance
by truck reaches fifty percent of the nation"s population and sixty
percent of the manufacturers.  New York, Atlanta, and Chicago are
all one day"s drive away.  Columbus is also served by excellent
freeway connections, three railroads (Conrail, Norfolk Southern,
and CSX), two major airports, and numerous intermodal facilities,
truck terminals, warehouses and distribution centers.

Agreements with coastal ports are a key element to making Columbus
a significant inland port.  Through the marketing efforts of the
Chamber of Commerce, two seaports recently signed joint marketing
agreements: New York/New Jersey and Los Angeles/Long Beach. 
Officials say the sister-port relationships will allow for the
shipment of international freight to Columbus for distribution
throughout the Midwest in a timely and less expensive manner.  The
concept of the inland port involves linking air, rail, and truck
modes with computerized information to import and export goods, as
well as distribute them, from Columbus.  A customs clearing point
is a necessary part of this operation and in a key decision, the
U.S. Customs recently declared 1,640 acres at Rickenbacker Airport
in Columbus as a free trade zone.

Recognizing the economic benefits an inland port could bring to the
region, the Chamber, the city of Columbus, the state of Ohio and
Franklin County created the Greater Columbus Inland Port Commission
in 1992.  More than 40 representatives from both the public and
private sectors were appointed to the commission and charged with
coordinating various tasks associated with the inland port program,
one of which was the Inland Port Infrastructure Study.
As the region"s MPO, the Mid-Ohio Regional Planning Commission
(MORPC) agreed to


                                                                  16

manage the study and at the same time carve out a new role for
itself in the transportation planning arena.  MORPC provided a
forum throughout the effort, which began in March of 1993, where
the public and private sector could work together in analyzing the
transportation system and recommending improvements.  In addition,
the MPO provided early assistance in advocating the inland port
concept to state and federal officials in Ohio and Washington, D.C.

The focus of the study was to determine the condition of the
existing freight infrastructure, and the cost or extent of any
needed improvements.  The scope of work was comprised of three
critical components including an assessment of current assets -
intermodal transportation facilities and the interconnecting
railroads and highways; analyzing the impact of trade and commerce
on commodity flow in the region; and identifying improvements to
the infrastructure to promote reliability, economy, and efficiency
in commodity flow.  The main freight handling facilities examined
included the Rickenbacker Airport, the Port Columbus International
Airport, Conrail intermodal terminal, Norfolk and Southern
intermodal terminal, the Marysville Honda railroad ramp, truck
terminals, and interconnecting railroads and interstate highways. 
The $300,000 study was funded by both federal (80%) and local funds
(20%).  The federal funds were from the Surface Transportation
Program (STP) and the local match was provided by the Rickenbacker
Port Authority, Franklin County, and the City of Columbus.

The study was completed in the Spring of 1994.  It concluded that
the inland port was feasible in Columbus and that the
infrastructure investments required to make it happen are moderate
and within the funding capacity of the local jurisdictions and the
state.


                                                                  17


CASE STUDY #3 A RAILROAD/MPO PARTNERSHIP IN TOLEDO, OHIO

The Toledo Metropolitan Area Council of Governments (TMACOG) is an
association of local governments in a six county region in
northwest Ohio and southeast Michigan with a population of
approximately 470,000 people.  The counties include Erie, Lucas,
Ottawa, Sandusky, and Wood in Ohio and Monroe in Michigan.  This
region is an attractive shipping corridor for goods moving through
the Midwest.  The railroad industry has a significant presence in
the region and is crucial to its economic vitality.  In fact, this
region is the third largest rail hub in the country with six
railroad corridors crossing through the city of Toledo. 
Recognizing that the economic strength of the region has been
greatly influenced by its ability to ship goods effectively by
rail, TMACOG organized a railroad task force in 1984.  A
description of the task force and its activities are provided
below.

The Railroad Task Force was created in 1984 when 80 representatives
from railroads, businesses, and governmental agencies met to
discuss rail-related issues on which to work together.  The initial
list of issues included improved communications; grade crossings;
economic development; reciprocal switching; and coordination,
consolidation, and abandonment.  Out of this initial dialogue, a
"white paper" was prepared on each of these issues.  After careful
review and debate, the papers were adopted and became TMACOG"s
railroad work program for 1985.

The Task Force has met on a bimonthly basis since the initial
meeting.  TMACOG provides staff support for each meeting and
corresponding activities.  Membership includes authorized
representatives from the railroads serving the six counties of the
region; elected and/or administrative officials of all local
governments within the region; representatives of businesses or
industries within the region who receive or ship by rail; and
representatives from economic development agencies.  The Task Force
is led by a Steering Committee which is elected annually to create
long-range goals, to suggest short-term objectives and
implementation strategies, to develop meeting agendas, to establish
working committees as needed, and to serve as speakers for the
group.  Current activities of the group are focusing on the
following four areas to be discussed in greater detail below: 1)
ongoing communication among railroads, shippers, and local
government; 2) developing the Long Range Transportation Plan; 3)
projects to reduce rail/highway conflicts; and 4) projects to
improve rail and intermodal facilities and services.

Ongoing Communication

The railroad representatives attending the meetings are usually the
local superintendents, although some of them also send local
operations staff or division engineering and government relations
personnel.  The Task Force has been very successful in improving
communications among the participants and is an effective means of
involving railroads in regional transportation planning.  Local
government officials have been very supportive of


                                                                  18

the important role this forum plays in improving relationships with
the railroads on ongoing issues.  Further, the group has legitimacy
in the eyes of state and federal government officials, which
increases the likelihood of obtaining funding (for example, the
railroad corridor study outlined below) and of pushing for needed
legislation.  As an example of the latter, the Task Force currently
has the support of a state senator and the Ohio DOT rail division
to draft legislation concerning out-of-service crossing signage. 
An obstacle that has been overcome is convincing federal, state,
and local officials that expenditures to maintain this process are
legitimate transportation planning expenses.  TMACOG has an ongoing
battle to maintain funding for the group vis-a-vis other competing
priorities and planning mandates.

Participation in Long-Range Planning

The year 2010 Long-Range Transportation Plan includes a railroad
element.  The Task Force worked with TMACOG staff to identify rail-
related problems in the metropolitan area, generating a series of
technical reports on local railroad facilities, operations, and
sources of rail/rail and rail/highway conflicts.  One result of
this work was to identify the rail corridors with the most
significant delay and safety problems.  The goal of identifying
where rail/highway grade separations are needed in these corridors
was incorporated into the long range plan.  An ongoing obstacle is
the definition of where corridor planning ends and where project
engineering begins, especially as it relates to environmental
analysis.  In developing the next plan, it is anticipated that the
railroad industry will play a significant role in addressing local
rail and intermodal transportation issues.

Projects Reducing Rail/Highway Conflicts

To accomplish the goals of the long-range plan rail element, TMACOG
is currently conducting a railroad corridor study of the six
corridors identified in the plan.  This study was funded in ISTEA
as a demonstration project for applying corridor analysis
procedures to a rail line in an urban area.  The study of the first
corridor is nearly completed with the second one underway.  The
Task Force sets the priority order and makes recommendations to
TMACOG concerning the final report for each.  A study team is
created for each corridor, representing major groups affected by
railroad operations.  These include local government, emergency
services, schools, business and industry, and residents.

The railroad companies" commitment and enthusiasm is critical to
the success of the study and a potential problem to be solved.  An
"in charge" person such as the local superintendent, assisted by
track maintenance and operations staff, can provide the insights
and information needed to recommend changes that improve not only
highway but also rail transportation.  If this is lacking,
communication with the railroad can be very difficult.  Also, when
identifying who will implement the recommendation, the commitment
of the railroad decision makers is needed to move quickly toward
engineering and construction of improvements such as an overpass. 
It is anticipated that the corridor study will be completed
within two years.


                                                                  19

Rail and Intermodal Services

TMACOG is working with the railroads, local governments, and
economic development agencies to plan for more efficient rail
traffic routes and improved intermodal facilities.  A recent TMACOG
Alternate Rail Route Study recommended abandoning a section of
tracks through the City of Toledo, opening up land for economic
development and a proposed street project; relocating a Conrail
intermodal facility to a more accessible site; and building new
rail connections into the facility.  The MPO staff is playing a key
role in implementing the study by working to secure consensus and
commitments from the affected parties.  Players include two
railroads at their local, regional, and national levels as well as
local and state government officials.  As part of this project,
TMACOG arranges for negotiating sessions and is researching
potential funding mechanisms.  A regional freight transportation
directory is being developed with the assistance of the University
of Toledo.  Railroad Task Force members are helping to identify the
types of information needed in the directory.

In general, in discussing participation in the Task Force with
railroad representatives, they indicated it was in their interest
to participate because their input was being utilized and the
effort was having a positive effect on their operations and the
community.  They also felt that over the long-term, they were
positioning themselves as a player at the decision making table to
have greater influence in bringing freight issues to the forefront
and having rail projects compete for a place in future plans. 
Finally, they said that the task force was extremely beneficial in
improving communications between railroads in the region and
reducing duplication of efforts in responding to certain issues.



                                                                  20

CASE STUDY #4: FREIGHT PLANNING EFFORTS IN KANSAS CITY

The Mid-America Regional Council (MARC) serves as the association
of city and county governments and the MPO for the bi-state Kansas
City region.  It represents eight counties and 114 cities in Kansas
and Missouri with a population of approximately 1.2 million people. 
Since the passage of ISTEA, MARC has been involved with railroads
in a variety of transportation planning activities as described
below.

Historically, in the Kansas City area, there has been less direct
interaction between the railroad industry and the MPO primarily
because transportation planning was legislatively directed toward
the expenditure of public funds for highways and transit services
and not for rail services.  Railway concerns about at-grade
crossings were viewed from the highway safety perspective rather
than an improvement in freight shipping operations.  Public policy
actions related to regional rail improvements have been more
closely linked to local land use planning and economic development
initiatives than to transportation planning.  However, ISTEA has
begun to influence these historical patterns.

Current freight railroad related efforts in the region described
below involve hazardous waste issues, the creation by MARC of an ad
hoc focus group to identify key freight issues in the region, and
an Inland Port/Intermodal Task Force initiated by the Kansas City
Chamber of Commerce to produce a report on the feasibility of the
inland port concept.

Hazardous Waste Issues

Concerning hazardous waste, Union Pacific Railroad has provided
resources and instructors to assist in conducting emergency
response training exercises concerning how to deal with regional
incidents that involve rail transport.  Also, Burlington Northern
Railroad"s training facility, including a tanker car designed to
simulate accidents, is utilized by MARC in training local
organizations.

Long Range Plan Movement of Goods Focus Group

The Long Range Plan Movement of Goods Focus Group includes
representatives from local governments, railroads, airports, the
port authority, UPS, Federal Express, automobile manufacturers"s,
trucking companies, and other businesses.  The group identified the
following factors that should be considered in developing
transportation plans and programs:

    The current and future importance of air cargo movement in the
     region.
    The air quality impact of moving goods.
    Trucks are the final stage of the delivery of goods and they
     need adequate facilities and access.
    Access to rail intermodal facilities handling trailer-on-flat-
     car and container-on-flat-car

                                                                 21
     needs to be maintained and improved.
    Transportation access to heavy industry sites is a key factor
     in retaining and expanding Kansas City"s industrial base.
    Roadway improvements that are planned for the Kansas City area
     should be designed with vehicle characteristics and weight
     requirements in mind.
    Kansas City should position itself to take advantage of the
     increasing trade that will move north and south with the
     advent of NAFTA.
    Railroads are using hub centers based in Kansas City to serve
     a market within 200 miles.  Long range transportation planning
     efforts should enhance the efficiency of these hubs instead of
     working to re-invent the concept.
    Repair and maintenance of existing infrastructure should have
     as much priority as new projects.
    Long range transportation planning efforts should accommodate
     an increase in intermodal shipping in the region in the
     future.

Chamber of Commerce Inland Port/Intermodal Task Force

The Inland Port/Intermodal Task Force was created by the Chamber"s
Board of Directors in January 1993 to address provisions in ISTEA
to facilitate a national trend in improving freight movements
utilizing different modes, i.e. ship to rail to truck for
transporting containers.  The purpose of the task force was to
investigate the feasibility of Kansas City becoming a major center
for intermodal freight technologies or an inland port, and if
feasible, to make recommendations on how to best pursue such
concepts.  For the next six months, the task force, comprised of
shippers, railroads, trucking firms, consultants, economic
development experts, and government officials, met at least once a
month to accomplish its objective.  It also surveyed 148 shippers
and distributors in the Kansas City area for their input.

The task force concluded that Kansas City has a vast potential to
continue to be an important distribution center and that its
importance can be enhanced through the development of an intermodal
strategy or an inland Port concept building on existing strengths
and assets.  These strengths and assets need to be aggressively
marketed nationally and abroad, as well as to companies already
doing business in the region to make shippers and distributors
aware of Kansas City"s unique advantages relative to rail service,
highway access, trucking services, airports, river navigation,
location, demographics, logistics, labor, and cost.  In pursuing
these conclusions, the task force recommended the following:

1.   The Chamber should publicize the results of the task force"s
     survey that demonstrates the Kansas City area is already a
     premier distribution center.

2.   The Chamber"s Surface Transportation and Aviation committees
     should develop an inventory of the area"s transportation and
     distribution resources and publish them as a "Logistical
     Services Resource Guide for the Kansas City Area."

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3.   The Kansas City Area Development Council should include the
     resource guide and other information about Kansas City"s
     logistical strengths in a program specifically focused at
     distribution companies and domestic and international
     shippers.  This type of marketing approach has been successful
     in cities such as Memphis and Columbus.

4.   The Chamber should develop a media plan for publicizing the
     task force"s report and the importance of the region"s freight
     transportation industry.  This should include the national
     media.

5.   The Chamber should develop ways to highlight area companies
     that have selected Kansas City as their distribution centers,
     emphasizing jobs and investment and economic impact.

6.   The Chamber should encourage an "intermodal series" to be
     developed by major newspapers in the area.

7.   An intermodal/inland port study should be done by
     professionals to examine industry specific analyses, current
     industry trends, new technologies or other innovative
     approaches.  The study should determine specific market
     possibilities based on Kansas City"s transportation
     infrastructure and users of such services; make specific
     recommendations regarding inland port strategies; and develop
     an improvement program tied to national and state legislation,
     as well as local planning initiatives, to implement the
     recommendations.  Such a study could incorporate questions for
     other transportation data desired by the Chamber, i.e.
     economic impact of the freight transportation industry in the
     region.

Utilizing the Mid-America Regional Council, federal, state, and
local funds should be sought to fund the study on a bi-state basis. 
The Chamber should be prepared to solicit funds from the private
sector to match or enhance public funds, probably raising $25,000-
50,000 for a $75,000-200,000 study.

8.   The Chamber"s Government Affairs Department should work with
     appropriate legislative leadership to implement intermodal
     strategies in the region and to enhance existing corridors.

9.   The Chamber"s Surface Transportation Committee should begin to
     position the Kansas City area as a major freight corridor for
     the legislation that will succeed ISTEA.

10.  A separate Chamber task force should be developed to consider
     the potential for a multi-modal passenger facility and
     transportation strategy in the region.


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CASE STUDY #5: A WORK PLAN FOR FREIGHT PLANNING IN SOUTHERN
               CALIFORNIA

The Southern California Association of Governments (SCAG) is the
MPO for a six-county area, that includes Los Angeles, with a
population of about 13.7 million people.  Its membership is made up
of local elected officials - mayors, council members, and county
supervisors that participate in three Policy Committees involving
Transportation, Economic Development, and the Environment.  In
relation to its transportation planning activities, SCAG recognizes
the importance of freight shipping operations to the region"s
economy and is planning a major study to evaluate the existing
freight shipping system in the metropolitan area and to test
recommended future scenarios for improving it.  This case study
will examine the work plan developed for conducting this effort.

To address the impacts of goods movement on the region"s mobility
and economy, SCAG established a subcommittee comprised of
representatives from the freight shipping industry.  This group and
SCAG developed a work plan designed to evaluate the relationship
between goods movement and the region"s mobility, economy, and air
quality.  Specifically, the subcommittee was interested in
obtaining a better understanding of the characteristics of freight
shipping in the region including the level of inter- and intra-
regional demand for service by all modes, available capacity, and
capacity utilization at the terminals, rail yards, transfer
facilities, etc.  This would provide a basis for understanding the
benefits and probable consequences of future changes in the goods
movement environment in Southern California.  It would also assist
in answering how various policy decisions and intermodal
improvements would influence the region"s ability to meet its
projected freight handling needs and support the desired
manufacturing base and the burgeoning growth in demand for
international trade.

A description of the work plan, produced in 1993, which could be
used by other MPOs for developing similar efforts, is provided
below.  SCAG has developed an RFP around the work plan and pending
funding will hire a consultant to proceed with the project.  The
work plan describes the tasks necessary to assess current freight
operations (base case scenario) in the metropolitan area and how to
test potential future scenarios for improving shipping in the
region.


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               WORK PLAN FOR ANALYZING GOODS MOVEMENT
                       IN SOUTHERN CALIFORNIA


TASK 1:   REV