DVRPC News - Winter 1998

Myron Orfield, a member of the Minnesota House of Representatives and keynote speaker, was able to provide a successful example of tax base sharing that works. In his home state, Representative Orfield drafted legislation that united the central cities, inner suburbs, and low tax base developing suburbs to create and support a regional agenda to promote fair housing, transportation/transit reform, land-use planning, and stronger metropolitan government. The keynoter explained that equity between the city and suburbs can exist, pinpointing the Delaware Valley as an example.

In the Pittsburgh area, a recent tax initiative asked residents of Allegheny County and ten surrounding counties to pay a tax for seven years for the purpose of building new stadiums for the Pittsburgh Pirates and Steelers, and for economic development projects in all counties. The measure failed at the polls. Harold Miller, Deputy Executive Director of the Allegheny Conference, outlined the obstacles inherent in such an issue during the afternoon session. Along with Miller on the panel were Wallace Nunn, Delaware County Councilman; Brian Clymer, Vice President of Marketing and Planning for Prudential Insurance Company of America; and James DiEleuterio, Treasurer of the State of New Jersey.

Attendees then went into brain-storming groups to discuss applying these lessons and issues to the Delaware Valley's many and varied towns, cities, and counties. The outcome of the day's activities was a commitment to apply this open-mindedness to future decisions that could steer the region in a new direction.

Sponsored by the US Department of Transportation (USDOT) and DVRPC, the conference convened all segments of the goods movement community to forge effective and lasting partnerships and to maintain a high profile for freight in the transportation planning process. The summit opened with a session that set the context by examining current trends and forces that control the flow of goods, such as the global economy and trade agreements; customers then provided their perspectives on productivity and profitability, and just-in-time delivery. The highlight of the summit was an afternoon town meeting which called upon stakeholders to share their ideas on the efficient flow of freight. An open discussion followed with representatives of United Parcel Service, WalMart, USDOT, Venezia Trucking and the Port of Philadelphia and Camden responding to participants.

On the second morning of the summit, DVRPC distributed service awards to individuals who had contributed to the success of the Commission's Goods Movement Task Force. Railroad consolidations and success stories in dredging and capital programming gave attendees more to consider before the close of the conference.

Contributing as hosts, advertisers, and exhibitors were the St, Lawrence & Hudson Railway (Subsidiary, Canadian Pacific Railway); Gannett Fleming Engineers and Planners; Delaware River Port Authority; Port of Philadelphia and Camden; Parsons Brinckerhoff; SMS Rail Service, Inc.; MXWorldwide; Eastern America Transport and Warehousing; PA Motor Truck Association (Pennsylvania Delaware Valley Chapter); Bureau of Transportation Statistics; Dickinsin Fleet Services; Intermodal Association of North America; and Lukens, Inc.

The conference was the third in a series sponsored by USDOT to address freight planning issues nationwide. Summit proceedings are being prepared and will be available in the spring.

The transportation planning and programming process ultimately decides which transportation projects will be pursued and submitted for federal and state funding. The primary goal in streamlining the existing process was to make it more consistent with the National Intermodal Surface Transportation Efficiency Act (ISTEA), which is expected to be reauthorized this year. Additionally, the reengineered process will be used as a starting point for the update of the 1999 Pennsylvania Transportation Improvement Program (TIP) scheduled to begin in mid-1998.

To reduce the complexity and excess steps inherent in the existing process, PennDOT decided to start with a blank slate and rebuild from the ground up. Together, all parties agreed to use techniques from a PennDOT program called Value Adding Management (VAM), which emphasizes developing processes that are both customer-friendly and waste-free while eliminating those activities that don't add value. The team also agreed to involve all stakeholders, and, when all was said and done, to implement a new and improved transportation planning process.

A 27-member Design Improvement Team was selected and met periodically throughout 1997. The first order of business was to develop the guiding principles, which identified policy goals, procedures, public involvement activities, and requirements for program monitoring. These principles became the foundation for the proposed new planning and programming process. A detailed process flow diagram was also designed, including transition activities that will be used during the next TIP update, as well as activities that could be used in future updates.

The result is a reengineered planning and programming process that gives state officials a streamlined, up-to-date way to address transportation needs. Following are the key aspects of the new process:

The long-range transportation plans of the metropolitan planning organization (MPO) and local development districts (LDD) will be used to develop projects for capital budgeting and programming statewide.

PennDOT and its partners will reach consensus on all aspects of general, procedural and financial guidance before the statewide TIP update process begins.

A sharper focus will be placed on short range, 4-6 year planning and programming.

The State Transportation Commission will become more involved earlier in the statewide planning and programming process. It will integrate its procedures with those of the MPOs and LDDs and coordinate its public involvement with the MPOs and LDDs.

The programming process will produce standard products, and will be automated and computerized to reduce paperwork.

The reengineered process will be used to plan for all modes of transportation - including highway, transit, intermodal, aviation, and rail freight - and will help ensure the free flow of people and goods throughout the Commonwealth of Pennsylvania.

Burlington County and the Rancocas Conservancy have coordinated the establishment of the Rancocas Greenway since 1993. DVRPC joined the effort in 1995 by developing an implementation plan for the eight-mile Main Stem of the creek. The plan serves as a "how-to" guide for state and local governments, the Rancocas Conservancy, and residents interested in protecting the creek environment. The final report identifies the major environmental, recreational, and sense-of-place issues facing the creek today; provides a rationale for the importance of these issues; and proposes 20 recommended actions to address them. The plan serves as a follow-up study to the Open Space Element of DVRPC's Year 2020 Plan.

To date, greenway efforts have resulted in the preservation of more than 324 acres of land on or adjacent to the creek. This includes the acquisition of the 105-acre Olympia Lakes parcel on the Main Stem, and three other sites on the Rancocas North Branch. Acquisition by Burlington County of another 133-acre streamside property on the Main Stem is pending.

DVRPC, Burlington County and the Rancocas Conservancy are continuing their successful partnership by preparing a grant proposal to develop a greenway implementation plan for the Rancocas Main Branches, which includes an additional 12 municipalities in the Rancocas watershed.

The new $15.5 million complex built by PennDOT allots 1600 free parking spaces-the most available in nay Pennsylvania Park-and-Ride-at SEPTA's Cornwells Heights Regional Rail Station. From there, commuters can board the R-7 Trenton line fore a quick 30-35 minute trip into Center City. The Park-and-Ride is located on a 25-acre site at the northeast corner of the I-95/Woodhaven Road (PA 63) interchange.

PennDOT and others are encouraging commuters to take advantage of the new Park-and-Ride by making at least part of their daily trip to Philadelphia by train. And with good reason: I-95 carries up to 163,000 motorists a day between Woodhaven Road and Center City. Converting even a small portion of these motorists to mass transit has the potential to significantly reduce highway congestion and air pollution. "This parking facility will also be a valuable asset for motorists when construction begins in 2000 to rebuild I-95 between Academy Road and Allegheny Avenue," adds State Transportation Secretary Mallory.

The I-95/Cornwells Heights Park-and-Ride affords several commuter conveniences and safety features, including nine high-powered overhead lights, free shuttle van service to and from SEPTA's inbound and outbound train station platforms, nine shuttle bus shelters, plus a new ramp into the facility from I-95 South.

And commuters have even more reason to cheer. With the opening of the I-95/Cornwells Heights Park-and-Ride, SEPTA has added two new express trains on the R-7 Trenton line - one morning one evening - that stop at only one station between Cornwells Heights and Center City. Amtrak has also introduced Bucks County service by stopping at Cornwells Heights for travel between Harrisburg, Philadelphia, and New York, as well as between Philadelphia, Newark and New York.

As part of its Regional Access-to-Jobs Strategy, DVRPC has applied for and won a $20,000 grant from the Federal Transit Administration (FTA) to focus on the issue of bi-state coordination. The goal is to facilitate better communication and coordination between the states of New Jersey and Pennsylvania.

Developing a regional strategy involves the complex task of coordinating two states and multiple agencies. Think that's tough? Add the fact that Pennsylvania and New Jersey have taken very different approaches to the access-to-jobs issue, with little interplay between the two.

Within the context of its regional strategy, DVRPC will use the FTA grant to identify policy recommendations and transportation improvements that will increase access to growing job centers for low-income persons in the Philadelphia metropolitan area. This three-pronged approach includes:

Identifying interstate commutes and corridors that can be accessed by transit services.

Delineating target populations located within a reasonable distance to job centers in other states.

Identifying institutional barriers limiting access to growing regional employment centers.

Once accomplished, DVRPC can then work with transportation officials and public transit operators in both states to develop strategies for overcoming barriers to bi-state commuting. The project will conclude with an information-sharing and brainstorming session among access-to-jobs stakeholders in PA and NJ to explore opportunities for new partnerships.

The bi-state coordination activities funded by the FTA grant are one component in the more comprehensive FY 1998 Access-To-Jobs Work Program, which focuses on promoting available transportation services, developing a regional access-to-work strategy, and implementing specific corridor and region-wide policy recommendations.

The first report in the series, published in August 1997, is titled Regional Recreation Commissions. It describes how municipalities and school districts in Southeastern Pennsylvania can benefit from expanding access to recreation facilities and coordinating program offerings. In turn, local residents and businesses can move into communities with the amenities they desire without paying higher taxes for them.

Currently, there are 38 municipalities and six regional recreation commissions operating in Bucks, Chester, Delaware and Montgomery counties. Regional recreation commissions use school facilities and municipal parks to provide sports leagues, swimming, special events, fitness classes, and adult education services to their residents. By cooperating with neighboring counterparts, municipalities can spread the fixed costs of such recreational services over a larger population base. Other cost-savings opportunities include taking advantage of more competitive pricing on bulk purchases, negotiating prices from a stronger more favorable position, as well as streamlining and reducing duplicate efforts.

Future guides from DVRPC will address issues specific to New Jersey, or will have a bi-state focus. The next report in the series will focus on intermunicipal highway outdoorplanningg and will highlight activities on New Jersey's Route 130 corridor.