Quantifying the Benefits of Context Sensitive Solutions (2009)

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16 This chapter presents the findings of the research conducted. First, the principles and benefits are defined and related to each other, and the rationale for their relationships is presented. The final cases selected are presented and then followed by a sum- mary of the quantitative and semi-quantitative results of the collected data. Principles The first step in this process was to develop definitions for each principle and identify criteria for application of the prin- ciple. This could form the basis for the development of the principles that an agency is willing to apply and determine the fundamental effort level required for their application. Even though each principle is nearly self-explanatory, a definition was deemed appropriate to clearly state the intent of each principle and avoid any misconceptions. The development of the definition and application criteria was also central in the development of the guidelines and used as a brief introduction of each principle. These definitions and application criteria are presented below in the follow- ing paragraphs. 1. Use of Interdisciplinary Teams An interdisciplinary project development team is estab- lished early based on the needs of the specific project and is utilized appropriately throughout the project planning, design and construction phases. Criteria for application include the following: • All appropriate disciplines and team members are identi- fied during each phase of the project, beginning with scop- ing, and in accordance with the context, extent, and impact of the project. • Project professionals have the necessary, diverse, and appro- priate expertise to move the project successfully through all project phases. • Team members understand their project role, and the roles of team members vary throughout the project in accordance with their expertise and the project phase. • Timely, open, two-way communication is maintained among team members. • Input by all team members is given due consideration. 2. Involve Stakeholders A full range of stakeholders is involved with the transporta- tion agency as deemed appropriate and preferably beginning in the early stages of the project. Stakeholders to be included are resource agencies, elected officials, citizen/neighborhood organizations, business, and community and interest group representatives. Criteria for application include the following: • All affected stakeholders are identified at the appropriate phase of the project and solicited for input/updated throughout. • All stakeholder input is given due consideration. • Processes are in place to ensure participation by stake- holders is meaningful, timely and can provide informed project decisions. 3. Seek Broad-Based Public Involvement Involvement is fostered from all interested and affected persons throughout the project development process uti- lizing a variety of means to solicit participation beyond any required public hearings. Criteria for application include the following: • The project team identifies all interested and affected persons early in the project development process. • The project team proactively identifies what information they need from the public and the methods needed to solicit that input. • Opportunities for public involvement are provided through- out the entire project development process. C H A P T E R 4 Findings

• A transparent and rational decision-making process is in place to incorporate public input. 4. Use Full Range of Communication Strategies A variety of approaches to appropriately engage and solicit input from the stakeholders/public is used in the project development process. Criteria for application include the following: • The project team employs a full range of communication techniques appropriate to the purpose of the communica- tion and the nature of the participants. • Communication methods must be used to both disseminate and collect needed information. • Communication is continued throughout the project and beyond. 5. Achieve Consensus on Purpose and Need The purpose and need of the project has been established by a full range of stakeholders, the public, the agency, and the project team. Criteria for application include the following: • The purpose and need statement is developed early in the project development process and is revised as warranted during planning and preliminary design. • The purpose and need statement is based on consensus of the project team and the interested and affected stakeholders/ public. • The purpose and need statement establishes measures of effectiveness to guide the decision-making process. 6. Address Alternatives and All Modes All appropriate modes are considered in the evaluation of alternatives and addressed given the project’s purpose and need. Criteria for application include the following: • Alternatives encouraging mode choice capable of addressing the issues in the purpose and need statement are identified and developed. • Each alternative is developed to its fullest potential appro- priate to the stage of the project. • The “No Build” alternative is considered and is provided as a genuine alternative. • Alternative evaluation criteria are objective. 7. Consider a Safe Facility for Users and Community The resulting project creates a safe facility for the project users and the community by addressing any safety issues. Cri- teria for application include the following: • A safety review is conducted at each phase of the project with consideration of the needs for all users. • Input from all modal user groups is sought to better under- stand their safety needs. • The project team develops a solution addressing safety concerns. 8. Maintain Environmental Harmony The resulting project is in agreement with its physical and social setting and minimizes disruption during construction and operations. Criteria for application include the following: • All natural, human and cultural resources within the study area must be identified and considered in the project devel- opment process as early as possible. • Environmental harmony is determined both by the stakeholders/public and appropriate studies. • The project strives to enhance resources, not merely main- tain them. 9. Address Community and Social Issues The resulting project addresses the issues identified through stakeholder/public involvement and provides a solution that preserves/enhances the community’s resources and values. Criteria for application include the following: • Through public interaction, the project team investigates and documents the context of the project in terms of com- munity and social resources and how the project may affect that context. • Proposed solutions are sensitive to the community values and various cultures within the community. • The project team is open-minded and considers non- traditional solutions that fit the community. 10. Address Aesthetic Treatments and Enhancements The project develops aesthetically pleasing solutions that result in improvements compatible with community prefer- ences and project context. Criteria for application include the following: • The process for selecting various elements for aesthetic design consideration involves the appropriate team mem- bers and the stakeholders/public. • Design elements are selected in accordance to the context of the project and reflect the character of the area. 11. Utilize Full Range of Design Choices All appropriate design options are considered and evaluated by the project team based on agreed project context criteria 17

and input of the stakeholders/public. Criteria for application include the following: • Alternative design choices/options are developed that meet the purpose and need of the project. • Design options developed must avoid, minimize or miti- gate impacts to natural, human and cultural resources and attempt to enhance these resources where possible. • The project designs are sensitive to the community values and various cultures within the community. • Stakeholder and public input is collected and integrated into design options. 12. Document Project Decisions All project decisions are documented to create a clear and open record, assure continuity through all project phases, and provide a framework for measuring results. Criteria for application include the following: • Input from the project team, stakeholders and public involvement activities documenting: – The purpose and need statement, – Project constraints and their impact on design choices, – The full range of alternatives considered in the project, – All natural, human and cultural resources within the study area, – Potential safety concerns and their treatment, – The selection process and design values chosen for each design element, and – Construction activities and commitments. 13. Track and Meet All Commitments All commitments made in the various phases of the proj- ect to the stakeholders/public are documented and tracked to assure that they were met in the final solution. Criteria for application include the following: • Identify and document project commitments in all project phases. • Ensure that all project commitments are satisfactorily addressed prior to project completion. • Maintain all project commitments throughout the proj- ect development process and over the service life of the facility. 14. Use Agency Resources Effectively The project has used time, expertise, and budget in an effective way to deliver the project and conserve resources. Criteria for application include the following: • The project is developed in a timely manner. • Expenditures are appropriate for the project scope/context. • The project team has the appropriate support and resources to effectively carry out their task. 15. Create a Lasting Value for the Community The resulting solution becomes an asset to the community with involved parties agreeing that it meets or exceeds expec- tations and is compatible with the long term vision of the community. Criteria for application include the following: • The project meets the purpose and need statement. • The project is compatible with long range community plans. • The project incorporates solutions that move beyond addressing mobility and address quality of life issues and community values. • The project is sustainable in terms of social, economic, and ecological impacts. Principles and Benefits The next step in the process was to define the relationship between principles and benefits. While it is reasonable to assume that the application of a principle could result in sev- eral benefits, performing such analyses may prove impractical due to the range and quantity of data required. Any perform- ance based measurement should be capable of determining whether the specified benefits are achieved by collecting and analyzing a few key metrics. To produce a useful and usable guide, it was deemed reasonable to identify those benefits that have a strong relationship to each principle. This was more appropriate in capturing the essence of each principle, since it allows for developing specific metrics for a smaller number of targeted benefits. This in turn will limit data collection and analysis encouraging more agencies to utilize the proposed benefit assessment. Some benefits will have multiple indica- tors that could be used to measure their impact and effective- ness and therefore the potential exists for an agency to have to monitor a large number of indicators. Any tool to be devel- oped should have a reasonable number of principle-benefit combinations and, eventually, metrics. To develop a manageable tool, a matrix of principles and benefits was developed with each team member identifying five benefits believed to demonstrate a strong relationship with the application of each CSS principle. The rationale for this approach was to use the collective multi-disciplinary expertise of the team to identify the potential benefits for each principle using their discipline-specific perspective. An engi- neer will likely identify different benefits for a principle than a landscape architect or an environmental coordinator would 18

identify. This approach led to balancing the number of bene- fits used for each principle by identifying the overall benefits with a strong relationship to each principle. The recommen- dations by each member were mapped on a composite matrix display and assisted in identifying the benefits with a high level of consensus (6 or more of the 12 members agreed on the ben- efit as a top five for the principle). These benefits were consid- ered as primary benefits, i.e., having a strong relationship to the principle. All other benefits that were identified by team members, but had a lower level of agreement, were considered as secondary benefits, i.e., having a moderate relationship to the principle. Finally, all other benefits could conceivably be realized from the application of the principle and are consid- ered as tertiary, i.e., having a weak relationship to the princi- ple. A matrix was developed indicating these three levels of relationship between benefits and principles (Table 5). This matrix was refined based on input received by the panel as well as when the case studies were completed. For each principle, one of the primary benefits was consid- ered to be fundamental and thus a single indicator could cap- ture the importance of applying the principle. This allows an agency to perform a targeted evaluation of the CSS application in the event that resources are not available to complete a full- scale evaluation and benefit assessment. It is anticipated that this fundamental indicator will provide the basis for evaluat- ing the application of the CSS principle in a basic format and allow for feedback in improving the project delivery process. An aspect of the matrix provided in Table 5 is its flexibility to be adjusted to an agency’s needs and perspectives. The pairings provided here resulted from the input of the multi- disciplinary team members while considering the data obtained from the case studies. An agency can follow a similar approach to the one described above to determine their priorities and associations and therefore develop a different set of principle- benefit interactions. Benefits Each benefit was further defined to provide the basis for understanding the elements to be collected and measured. The rationale for the association of each benefit as funda- mental for various principles was also defined, since the ben- efit can be used alone to capture the magnitude of benefits resulting from the principle application. These concepts are presented below for each benefit. For each benefit presented here, only the principles for which it is considered funda- mental are shown (noted in Table 5). 1. Improved Predictability of Project Delivery This relates to the ability of a transportation agency to reli- ably program and deliver projects within set time limits. Proj- ects may have elements of controversy including potential environmental and community impacts. Stakeholder/public concerns can also exist due to the depredations of previous projects. These can result in vocal opposition, political pres- sure and/or litigation that can stall or stop project develop- ment. Short delays can extend project development. Long delays may impact agency project programming. CSS can effectively ameliorate opposition/concerns allowing project development to proceed within predictable time limits. The following principles have this as a fundamental benefit: Seek broad-based public involvement. The use of broad- based public involvement will permit identification of all possible areas of concern and their proper resolution. That has the potential to eliminate potential delays and improve predictability of project delivery. Achieve consensus on purpose and need. Achieving consensus on purpose and need will address potential con- flicts from the outset of the project by defining their impact and influence on the solution to be sought thus reducing any unexpected delays. 2. Improved Project Scoping and Budgeting CSS projects properly address all transportation, environ- mental, and community issues in a thorough, balanced man- ner. All vital concerns are effectively identified, appropriate actions incorporated, and project costs estimated prior to let- tings. This results in minimal construction change orders and projects that are completed on budget. The following princi- ples have this as a fundamental benefit: Use of interdisciplinary teams. The use of interdisci- plinary teams will allow for input from all members as the design is developed and will employ the special knowledge and skills of team members to provide optimum solutions and promote a complete, balanced project. Use agency resources effectively. The effective use of project team members and other resources applied to prop- erly develop CSS projects will provide optimum project solu- tions. The effective use of all agency resources will promote a project that addresses all issues and will result in a project that is completed in a timely manner without cost overruns. 3. Improved Long-Term Decisions and Investments This benefit relates to agency actions that promote the environment, the economy and social equity. Environmental improvements relate to partnering actions with resource agencies that improve the environment on a local or regional basis. On a global basis, it can include actions that constitute 19

20 Table 5. Principles and associated benefits. Principles 1 . U s e o f i n te r d i s c i p l i n a r y t e a m s 2 . In v o l v e s ta k e h o l d e r s 3 . S e e k b r o a d - b a s e d p u b l i c i n v o l v e m e n t 4 . U s e f u l l r a n g e o f c o m m u n i c a t i o n s t r a t e g i e s 5 . A c h i e v e c o n s e n u s o n p u r p o s e a n d n e e d 6 . A d d r e s s a l t e r n a t i v e s a n d a l l m o d e s 7 . C o n s i d e r a s a f e f a c i l i t y f o r u s e r s & c o m m u n i t y 8 . M a i n t a i n e n v i r o n m e n t a l h a r m o n y 9 . A d d r e s s c o m m u n i t y & s o c i a l i s s u e s 1 0 . A d d r e s s a e s t h e t i c t r e a t m e n t s & e n h a n c e m e n t s 1 1 . U t i l i z e f u l l r a n g e o f d e s i g n c h o i c e s 1 2 . D o c u m e n t p r o j e c t d e c i s i o n s 1 3 . T r a c k a n d m e e t a l l c o m m i t m e n t s 1 4 .U s e a g e n c y r e s o u r c e s e f f e c t i v e l y 1 5 . C r e a t e a l a s t i n g v a l u e f o r t h e c o m m u n i t y 1. Im proved pr ed ic ta bi lit y of pr oj ect de li very 2. Im proved pr oj ect scopi ng a nd budg eti ng 3. Im proved l ong term decisio ns and in ve st m ent s 4. Im proved en vironm ent al st ew ardshi p 5. Opti mi zed m ain tena nce an d op erati ons 6. In cr eased risk m ana gem ent a nd li abi li ty prot ec ti on 7. Im proved stak eh old er/public f eed back Fundamental 8. In cr eased st ak eholde r/ public participation, owners hi p, and trus t 9. De cr ea se d cos ts fo r overal l pr oj ect d eli very Primary 10 . De cr ea se d ti me fo r overal l proj ec t del ivery 11 . In cr ea se d pa rtneri ng o ppo rt un it ie s Secondary 12 . Mi ni mi z ed overal l im pa ct to hu ma n and nat ural env ir on me nt 13 . Im proved mo bi li ty fo r users Tertiary 14 . Im proved walk ab ilit y and bi ke ab il it y 15 . Im proved sa fe ty (vehi cl es, pe destria ns, and bi ke s) 16 . Im proved mu lt i-m odal options (including tr an sit) 17 . Im proved co mmu ni ty sati sf actio n 18 . Im proved qua li ty of li fe fo r com m uni ty 19. Im proved sp eed m ana gem ent 20 . De si gn f eat ures app ro pria te to co ntext 21 . Minimized construction-related disruption 22 . Im proved opp ortuni ti es fo r econo mi c de velopm en t B e n e f i t s

improvements to the biosphere (e.g., the implementation of mass transit to alleviate air pollution). Economic benefits include stimuli to local economy (both short- and long-term benefits). Social equity improvements include training and creating jobs for disadvantaged minorities and remedying social problems created by previous transportation projects. The following principles have this as a fundamental benefit: Achieve consensus on purpose and need. Achieving consensus on the purpose and need will allow the agency to identify the long-term goals for the project and lead in sound investments. Address alternatives and all modes. Consideration of all alternatives with input from stakeholders and public will promote the development of a project providing decisions that are sustainable and promote social equity, and the identi- fication of potential investment opportunities resulting from the project. Use agency resources effectively. Effective use of all resources will improve sustainable decision making and investments, since it will allow for a better attainment of com- munity vision and goals (e.g., design that promotes/addresses community needs such as business growth). Create a lasting value for the community. A project that will create a lasting value for the community will be the result of improved long-term decisions and sound investments. 4. Improved Environmental Stewardship The resulting project balances transportation, the environ- ment, and communities. It promotes ecologically sound out- comes that minimize negative impacts while promoting long- term sustainable environmental benefits including agency actions in maintenance and operations. The following prin- ciple has this as a fundamental benefit: Maintain environmental harmony. Seeking to main- tain environmental harmony will demonstrate the agency’s commitment to environmental concerns and issues and improve the agency’s environmental stewardship. 5. Optimized Maintenance and Operations This benefit can affect all parties involved with a trans- portation facility. The agency obtains lower maintenance costs, fewer environmental complications, and improved opera- tional efficiency. Communities and businesses can rely on the facility to continually meet their transportation needs. Other stakeholders can be confident of the agency’s continued com- pliance with their interests and regulations. Maintenance and operations activities can impact a community far longer than those derived from the design and construction processes. Proper consideration of maintenance and operational issues during project development can provide significant cumula- tive benefits once a facility is completed and in service. The following principle has this as a fundamental benefit: Use of interdisciplinary teams. The inclusion of agency traffic operations and maintenance personnel as team mem- bers will allow for more streamlined operations for the facility and facilitate any future special needs for facility upkeep. 6. Increased Risk Management Protection Context sensitive design and resulting solutions can be achieved in many cases with the application of flexible design or through the introduction of “lower-than-typical” design values commonly shown in the Green Book or other design guide- lines. When using this approach, nearly every aspect of the geometric design can be adjusted or modified to meet specific conditions or desired limits specific to a roadway. Typically, a formalized process is required to document the deliberations and the justification to deviate from the rec- ommended design. Written justification is a significant part of the process of ensuring that designers limit their liability when using flexible design and varying from adopted guide- lines. The documentation of design exceptions provides the means for the designer to go on record regarding a recom- mended context-sensitive design solution. In addition, the necessary information is recorded in sufficient detail to sup- port the transportation agency’s decision and deviate from the typical design. The following principles have this as a fundamental benefit: Consider a safe facility for users and community. Con- sidering a safe facility will result in an improved safety level for all users which in turn will increase risk management pro- tection. The efforts to provide for a safer facility will reduce unfavorable consequences from crashes and also contribute to decreased risk. Document project decisions. Documentation of proj- ect decisions will result in improved protection against risk, since there will be a record of the decisions made throughout the project development and it could be used to support all choices made and prevent misunderstandings. Track and meet all commitments. Tracking all com- mitments will reduce the risk associated with litigation, since all commitments made and their justified associated solu- tions will be documented and recorded. 21

7. Improved Stakeholder/Public Feedback This benefit relates to a transportation agency obtaining information from stakeholders/public about specific trans- portation project needs or about the suitability of proposed transportation project details. Those can include the type of project, a proposed project corridor, the project foot- print, design details/components, community/environmental impacts and project commitments. That information will enable a transportation agency to make more informed proj- ect decisions that yield facilities that improve transportation networks and fit well in communities and the natural envi- ronment. The following principles have this as a fundamental benefit: Involve all stakeholders. Stakeholder/public involve- ment will provide the opportunity for a more appropriate and organized feedback process through an interactive, highly engaging process with the project team. Use full range of communication strategies. The use of a full range communication strategies will allow the stakeholders/ public to fully understand the issues and elements of the proj- ect and thus enhance their ability to provide the appropriate feedback. 8. Increased Stakeholder/Public Participation, Ownership, and Trust This benefit relates to a high degree of stakeholder/public involvement in the transportation project development process that results in consensus approval of transportation agency decision making. It entails stakeholders/public having a sig- nificant role in project development that results in a feeling of project ownership/identification. Stakeholders/public must not only believe that they have significant project input, but also they must trust the final decisions and resulting actions of the transportation agency. When this occurs, stakeholder/ public opinion about the transportation agency improves creating a reservoir of goodwill and trust for future trans- portation projects. The following principles have this as a fundamental benefit: Involve all stakeholders. Stakeholder involvement will provide the opportunity for a more appropriate and organ- ized feedback process through an interactive, highly engaging process with the project team. Use full range of communication strategies. The use of full range communication strategies will allow stakeholders to completely understand the issues and elements of a proj- ect, enhancing their ability to provide appropriate feedback. Achieve consensus on purpose and need. Achieving consensus on purpose and need with stakeholder involvement will foster their ownership of the project, since the purpose and need will reflect their input and values. Address alternatives and all modes. Consideration of all alternatives and modes will improve stakeholder participation (since their input will be sought to identify potential alterna- tives and modes to be considered), ownership of the project (since their input will be solicited and considered in project decision making), and trust in the process (since their input will be solicited, considered, and dealt with during the proj- ect development process). Address community and social issues. Consideration of community and social issues will generally require stakeholder/ public input, ownership (since their comments and sugges- tions will be considered in the project’s solution), and trust (since their input will be seriously considered in project deci- sion making). Address aesthetic treatments and enhancements. Pro- viding aesthetic treatments will improve stakeholder partici- pation (since their input will be sought to identify potential treatments to be considered), ownership of the project (since their input will be solicited and considered in project decision making), and trust in the process (since their input will be solicited, considered, and dealt with during the project devel- opment process). Document project decisions. Documentation of project decisions will increase stakeholder trust in the process, since there will be a record of the decisions made throughout the project development. That record can be used to support all choices made and prevent missteps or misunderstandings. Track and meet all commitments. Tracking and meet- ing project commitments will increase stakeholder/public ownership (since it will demonstrate that agency commit- ments made during the various project phases were met), trust (since the commitments made were followed through), and possibly participation in future projects (since it will indicate that the agency will stand by its word). Create a lasting value for the community. A project that creates a lasting value to the community will improve stakeholder/public ownership (since the project reflects their input), trust (since it will demonstrate that the input was con- sidered and addressed), and possibly participation in future projects (since their participation was valued and considered). 9. Decreased Costs for Overall Project Delivery This benefit relates to reduced total agency costs for trans- portation project development compared to conventional 22

non-CSS projects. This can be direct cost savings (elimination of expensive features such as grade-separated interchanges). It can also be derived by CSS-related right-sizing of facilities (reduction in the number of lanes or in the ROW footprint). Other savings can be achieved by avoidance actions (reducing the environmental clearance from an EIS to an EA/FONSI). Other savings can be estimated from avoidance of opposition (historic project cost information due to litigation/delays). Oftentimes, transportation agency officials believe that CSS projects are expensive when they actually avoid higher agency costs due to opposition/litigation/delays. The following prin- ciples have this as a fundamental benefit: Use agency resources effectively. Effective use of all proj- ect resources will result in the decreased cost for overall project delivery, since it will optimize all resources (interdisciplinary team, stakeholder, and public) to their maximum potential. 10. Decreased Time for Overall Project Delivery This relates to reduced total agency time for transportation project development. It can be time savings achieved by avoid- ance actions (reducing an environmental clearance from an EIS to an EA/FONSI). Other savings can be estimated from avoidance of delays due to opposition/controversy (historic project programming information due to litigation/delays). Oftentimes, transportation agency officials believe that CSS projects take too long when they actually save overall time by eliminating opposition/litigation/delays. The following principles have this as a fundamental benefit: Use of interdisciplinary teams. Interaction between team members will allow resolution of issues that may arise in the subsequent phases of the project development process reducing the time requirements for succeeding phases and the entire project. Use agency resources effectively. Effective use of all proj- ect resources will have as an immediate result the decreased time for overall project delivery, since it will optimize all resources (interdisciplinary team, stakeholders, and public) to their maximum potential. 11. Increased Partnering Opportunities Involving stakeholders throughout the entire project devel- opment process using many feedback loops will increase the stakeholder engagement, involvement, and participation (since their input will be solicited at certain points of the process), improve trust of stakeholders in the process (since their opin- ion will be valued and considered), and enhance ownership of the project (since their concerns will be addressed and their input considered). Stakeholder involvement will enhance the opportunities for joint development because the interaction between the project team and the stakeholders could identify possible areas where outside funds could be jointly pursued, opportunities for leveraging mitigation/enhancement funds with other grants, and development loans or other opportu- nities. The following principles have this as a fundamental benefit: Involve stakeholders. Stakeholder involvement will enhance the opportunities for partnering because the inter- action between the project team and the stakeholders could identify possible areas where such activities could be jointly pursued. 12. Minimized Overall Impact to Human and Natural Environment This benefit results from a project that has limited intru- sion on natural resources and existing communities. Direct effects include takings and constructive use. For example, they may include choosing a corridor and/or design that minimizes the project footprint causing fewer household/business relo- cations or reducing acreage of land disturbed. These effects can be permanent or occur only during construction. Indi- rect impacts include avoidance and mitigation actions. The indirect impacts may also include cumulative impacts that occur over time (e.g., sprawl growth). That can be minimized by a combination of access control and zoning. In the past, new roads have seriously impacted communities and their environments. This benefit accrues when an interdisciplinary project team focuses on transportation solutions that include addressing community/social issues and maintaining envi- ronmental harmony. The following principles have this as a fundamental benefit: Use of interdisciplinary teams. The use of these teams will allow for input from all members while the design is devel- oped. It employs the skills and experience of team members to produce a balanced transportation solution that limits negative impacts and maximizes positive ones. Utilize full range of design choices. The use of a full range of design choices will allow for identification of all potential impacts to the human and natural environment and develop solutions for addressing these impacts. Maintain environmental harmony. Maintaining envi- ronmental harmony will result in minimum impacts to the natural environment since the project solution will properly address all potential environmental concerns. Address community and social issues. Considering community and social needs will minimize impacts to human 23

environment, since all appropriate issues and solutions will be addressed in the final project design. 13. Improved Mobility for Users This benefit addresses improving mobility for transporta- tion facility users and providing a balanced mobility for all users according to the purpose and need of the project. This entails addressing the practical range of transportation options that can be practically applied on a project and that can ma- terially enhance mobility for all potential users including the economically disadvantaged. The need to allow for and encour- age the various modes can be identified through applying prin- ciples of CSS in the early stages of project development. While there may be macro issues involving the accommodation and even substitution of transit there are other concerns that may have a minor impact on the project but result in a major improvement for the mobility of individuals in a community. Concern for modal connectivity can also be an important goal in considering achieving improved mobility. The following principles have this as a fundamental benefit: Achieve consensus on purpose and need. Achieving consensus on purpose and need will allow for improving the mobility of the transportation system users since the goals of the project regarding the modes to be addressed will be iden- tified and agreed upon. Address alternatives and all modes. Consideration of all transportation modes is vital for the identification and inclusion of those in projects where they can materially serve the community. 14. Improved Walkability and Bikeability Improving both walkability and bikeability, as part of a transportation project, are generally supplementary concerns. Sometimes those improvements can be very beneficial to over- all transportation goals and community development. Occa- sionally, this benefit takes on greater significance—improved walkability and bikeability may help achieve a benefit on a human scale in an urban setting by improving community health and reducing traffic demand. It may also enhance sus- tainability by helping to reduce fuel usage/air pollution, pro- moting tourism and serving the economically disadvantaged. Such improvements may also improve the livability of a com- munity and even contribute to improved safety. No principle had this benefit as fundamental. Address alternatives and all modes. Consideration of all transportation modes is vital for the identification and inclusion of the pedestrian and bicyclist aspects that are required to improve the service for these users. Consider a safe facility for users and community. Con- sidering a safe facility will result in an improved safety level for pedestrians and bicyclists, since the design will reflect elements aimed at improving safety for these users. 15. Improved Safety (Vehicles, Pedestrians, and Bikes) The benefit is improved safety for vehicles, pedestrians, and bikes as appropriate to a project. While safety is not pre- eminent among the considerations that must be balanced in a successful transportation project, it is always important. A project’s major needs may include improving safety. No solu- tion would be acceptable that reduced safety or had the prospect of creating untenable conflicts among vehicles-pedestrians- bikes. Considering a safe facility for users and the community through planning and design can achieve this benefit. When employed along with other applicable principles, it can result in a successful CSS project. The following principle has this as a fundamental benefit: Consider a safe facility for users and community. Con- sidering a safe facility will result in improved safety levels for all users, since the design will reflect elements that aim to improve the safety level, reduce the number and severity of crashes, and minimize conflicts between the facility users. 16. Improved Multi-modal Options (Including Transit) Improving multi-modal options (including transit where appropriate) is a benefit from properly applying CSS. Accom- modating those options and their connectivity can be achieved by thoughtfully considering a range of modal options at the appropriate stage of project development. Identifying work- able modal options and accommodating their deployment may be achieved through pursuing the principles associated with addressing alternatives and all modes and utilizing a full range of design options. Where appropriately considered, these can benefit a community and achieve a unique trans- portation solution. The following principles have this as a fundamental benefit: Address alternatives and all modes. Consideration of all alternatives and modes will improve their connectivity and identify potential new modes that could be part of a project. This will improve the modal choices for the facility users. Utilize full range of design choices. Utilizing a full range of design choices will help identify all potential modes that could be part of the project and their potential utilization in and benefit to a project. This will improve modal options for the community. 24

17. Improved Community Satisfaction A successful CSS project will provide a community with a high level of satisfaction. A CSS project will be integrated into the community and, over time, it will be perceived as an enhancement. Community satisfaction may be achieved by delivering what the community wants and needs or, at a min- imum, what it will accept. In some cases, the level of com- munity satisfaction with a CSS project can be assessed by the level of community dissatisfaction with proposed alterna- tives. The following principles have this as a fundamental benefit: Seek broad-based public involvement. Consideration of comments received during the public involvement process will increase community satisfaction with the process and the resulting solution as well as enhance an agency’s image for future projects. Achieve consensus on purpose and need. Achieving consensus on purpose and need will facilitate developing a project that is in sync with the community vision as it will reflect their input and vision. This will result in a project that will satisfy the community. Address community and social issues. Incorporating community and social issues based on public input will result in a project solution that is more acceptable to a community and increases community satisfaction. Address aesthetic treatments and enhancements. Pro- viding aesthetic treatments will improve community satisfac- tion, since the final design solution will address the commu- nity desires formed during the public and stakeholder input meetings. Document project decisions. Documentation of project decisions will improve community satisfaction since it will demonstrate that the choices were made based on commu- nity and stakeholder input and provide a rational support for each choice made. Track and meet all commitments. Tracking and meet- ing project commitments will improve community satisfac- tion, since it will demonstrate that their input and commit- ments solicited during the public involvement process were addressed resulting in a project conforming to community vision and values. Create a lasting value for the community. A project that creates a lasting value for the community will improve com- munity satisfaction, since it will result in solutions that will provide a project appropriate to its context. 18. Improved Quality of Life for Community A successful CSS project improves the overall quality of life for members of a community. This benefit may be primarily transportation-related: by decreasing delays, providing new mobility options, and/or improving safety for roadway users, pedestrians, residents and others. Special enhancements may be applied to a project that contributes to a multitude of other life aspects including recreation, education, shopping and work. The following principles have this as a fundamental benefit: Consider a safe facility for users and community. Con- sidering a safe facility will result in an improved quality of life for the community, since a safer facility will reduce unfavor- able consequences from crashes. Maintain environmental harmony. Achieving environ- mental harmony will result in improved quality of life for the community, since the natural environment is a critical com- ponent of the community. Address community and social issues. Consideration of community and social issues will improve the quality of life since comments and input from public involvement, addressed in the final project design, will result in a project that will enhance their quality of life. Address aesthetic treatments and enhancements. Pro- viding aesthetic treatments will improve quality of life for the community, since the final design solution will provide an aesthetically pleasing environment that represents value to the community. Create a lasting value for the community. A project that creates lasting value for the community will improve quality of life, since it reflects the community vision and addresses the public and stakeholder issues and concerns. 19. Improved Speed Management Proper speed management provides a roadway that influ- ences speeds that motorists employ while properly accom- modating those speeds by design. Matching operational and design speeds provides a safer roadway for both the motorists and non-users living and working adjacent to the roadway. A key element of speed management is identifying the context of the roadway and determining what an appropriate speed would be as well as understanding that the context may change along a roadway, and the design and speed needs to be flexible to meet the changing needs of the community and 25

context. The following principles have this as a fundamental benefit: Utilize full range of design choices. Examination of the full range of design choices will result in a better understand- ing of the issues pertaining to speeds. An appropriate solution can be developed for the project context considering prefer- ences between local or through traffic and thus enhance speed management. Consider a safe facility for users and community. Con- sidering a safer facility will result in improved speed manage- ment, since the design elements incorporated in the project design will consider speed issues in their selection process to fit the project context. 20. Design Features Appropriate to Context Obtaining a facility that matches the context of the area in which it is placed is a fundamental benefit of CSS. Each proj- ect has unique requirements that must be aligned with the setting in which it resides in terms of community, environ- mental resources, topography, etc. To achieve this, trade-offs are necessary between project/facility requirements and the environs in which it is placed. A key element of designing to the appropriate context is an understanding that the context may change along a project and a design needs to be flexible to meet the changing needs of the community and context. Ultimately this approach may lead to varying cross-sections, design speeds, and differing alignments. The following prin- ciples have this as a fundamental benefit: Use of interdisciplinary teams. The use of these teams will allow for input from all members while the design is developed, employ the special knowledge skills of different team members to provide optimum solutions and promote a complete balanced project, and allow for addressing the specific elements required by each team member as they may influence design. Utilize full range of design choices. Utilization of a full range of design choices will aid in developing a customized solution for the project with features that are appropriate to the project context. Maintain environmental harmony. Maintaining envi- ronmental harmony will provide a project solution with design features appropriate to the context since the environmental concerns will be considered and addressed in a proper manner. Address community and social issues. Consideration of community and social issues will result in a project solu- tion with features appropriate to the project context since these solutions will be based on public input. Address aesthetic treatments and enhancements. Pro- viding aesthetic treatments will improve the appropriateness of the design features, since the final design solution will address the community desires formed during the public and stakeholder input meetings to develop an acceptable solution. 21. Minimized Construction-Related Disruption Temporary, construction work can severely impact motorists, communities, and the environment. Steps neces- sary to minimize construction disruption should be devel- oped prior to the onset of work and included in the project commitments. Construction disruptions typically include traffic impacts related to delays, detours, closures and envi- ronmental impacts related to noise, light, dust, and visual as a result of the construction activities. Traffic disruptions are a primary concern on most projects involving reconstruction of existing roads or on new roads where they tie into existing ones. It is important to identify acceptable and unacceptable disruptions for the project which may often vary considerably between different communities or even within the same com- munity. Construction disruptions typically involve contrac- tor activities but may also include utility relocation or other activities. Some construction-related environmental impacts may be addressed by resource agency permits or Memoranda of Understanding dealing with storm water runoff/ground water protection plans, disposal of organic waste (burning) and impacts to endangered species habitats. The following principles have this as a fundamental benefit: Involve stakeholders Stakeholder involvement has the potential to identify approaches for reducing the disruption to the community by identifying desirable closure periods for con- struction and/or providing suggestions for alternative routes. 22. Improved Opportunities for Economic Development Stakeholder involvement will enhance the opportunities for economic development because the interaction between the project team and the stakeholders could identify possible areas where such opportunities (e.g., improved business due to better access to stores or improved opportunities for local employment due to industry brought by new roads) can arise. The following principles have this as a fundamental benefit: Involve stakeholders. Stakeholder involvement will enhance the opportunities for joint development because the interaction between the project team and the stakeholders 26

could identify possible areas where funds could be jointly pursued. Metric Indicators Using the information provided in Table 5, quantitative and semi-quantitative indicators were developed to capture and measure the impact of each primary benefit. These met- ric indicators are summarized in Table 6 and their associated tools for collecting the data are presented in the guidelines. The proposed pairing of principles and benefits was developed to identify and analyze a manageable number of metrics, and the matrix in Table 5 is provided to facilitate this approach. The identification of the secondary benefits will allow any agency that deems such benefits important to their CSS principle application to be able to collect and evaluate data pertaining to the specific principle/benefit couple that they consider of significance. Metrics have been developed for all benefits and therefore transportation agencies have the ability to customize the data collection and analysis. The rationale for associating 27 Benefit Indicators Difference in project durati on in months to complete. 1. Improved predictability of project delivery Semi-quantitative assessment of opinion. Number and cost of change orders/scope changes. 2. Improved project scoping and budgeting Semi-quantitative assessment of opinion. 3. Improved long-term decisions and investments Semi-quantitative assessment of opinion. Increased or enhanced mitigation beyond regulatory mandates. 4. Improved environmental stewardship Semi-quantitative assessment of opinion. Annual cost, hours or closures in dollars. 5. Optimized maintenance and operations Semi-quantitative assessment of opinion. Number and cost of legal action taken against project. 6. Increased risk management protection Semi-quantitative assessment of opinion. Number of stakeholder/public responses. 7. Improved stakeholder/public feedback Semi-quantitative assessment of opinion. Stakeholder involvement measures. 8. Increased stakeholder/public participation, ownership, and trust Semi-quantitative assessment of opinion and satisfaction level. Decreased dollar cost amount for project delivery. Number and cost of change orders/scope changes. 9. Decreased costs for overall project delivery Semi-quantitative assessment of opinion. Number of months by project phases and total duration. Number and cost of change orders/scope changes. 10. Decreased time for overall project delivery Semi-quantitative assessment of opinion. Number of Memorandum of Agreements or grants established. 11. Increased partnering opportunities Semi-quantitative assessment of opinion. Percentage of human and environmental impacts of project. 12. Minimized overall impact to human and natural environment Semi-quantitative assessment of opinion. Each modal facility element inclusion and extent. 13. Improved mobility for users Semi-quantitative assessment of opinion. New and expanded options for pedestrians and bicyclists. 14. Improved walkability and bikeability Semi-quantitative assessment of opinion. Change in crashes, crash rate and severity. 15. Improved safety (vehicles, pedestrians, and bikes) Semi-quantitative assessment of opinion. New and/or expanded modal choices. Modal connectivity (count/volume). Modal safety (crash/severity). 16. Improved multi-modal options (including transit) Semi-quantitative assessment of opinion. 17. Improved community satisfaction Semi-quantitative assessment of opinion. Semi-quantitative assessment of opinion. 18. Improved quality of life for community Alignment with community plans (semi-quantitative). Operating speed (expected/actual). 19. Improved speed management Semi-quantitative assessment of opinion. 20. Design features appropriate to context Semi-quantitative assessment of opinion. Work zone, lane closings and detour duration in days. 21. Minimized construction related disruption Semi-quantitative assessment of opinion. Number of Memorandum of Ag reements/grants established. 22. Improved opportunities for economic development Semi-quantitative assessment of opinion. Table 6. Benefit metrics.

benefits to principles was also defined and presented in Appendix C. To eliminate any possible misunderstandings and provide consistency in the common use of certain terms, it was con- sidered essential to provide a dictionary of the terms to be used in the following metric indicators: • Satisfaction level—A method for establishing the level of satisfaction for an element by a person typically measured with a scale. • Opinion—A method for establishing the level of agreement to a concept by a person that is typically measured with a scale (mostly agree, agree, disagree, and mostly disagree). • Expert opinion—A method for establishing the level of agreement to a concept by a project team member (expert) that is typically measured with a scale (mostly agree, agree, disagree, and mostly disagree). Case Studies Selected The initial list of candidate cases was refined twice based on willingness of contacts to provide the available list of contacts for the project team members and stakeholders and the level of completion of the surveys and data items received. The list of the final case studies selected is presented in Table 7, grouped according to the four AASHTO Regions. More detailed case descriptions for each of the projects listed in Table 7 are pre- sented in Appendix D. A short justification for each case study selected is also included to allow for a quick review of the types of cases selected and the rationale for their inclusion. Data Analysis For each of these case studies semi-quantitative data was collected from the surveys of the project team members and stakeholders. Initially, it was envisioned that benchmarks for the application of principles and the accrual of benefits would be developed. These benchmarks and ranges were to be devel- oped based on the scores obtained in the surveys. However, this was not possible due to the varied nature of each case study completed and the large variance in the number of par- ticipants for each case study. Moreover, it was determined that benchmarks must be set with regard to the goals and context of the individual project. Therefore it was deemed more appropriate to examine these scores within each case study and develop general observations for the set of cases completed. The analysis of the scores noted in the survey is based on a 4.0 scale, where 4.0 is Strongly Agree, 3.0 is Agree, 2.0 is Dis- agree, and 1.0 is Strongly Disagree. No value is recorded for those who did not respond and is not calculated in the aver- age score for the question. A summary of the scores for each case study is provided in Appendix E and the general findings (from all case studies) are discussed below. In general, the results from the project team members indi- cated that all principles were present for the project. Most principles had a score of 3.0 or greater, i.e., most respondents agreed that at least the principle was applied (Table 8). There are several principles for which there is agreement among the 32 case studies that the principle was applied with a high level of agreement (average score of 3.5 or higher), even though there is a great diversity among the cases examined. There are several principles for which there are a significant number of cases where the score was between 3.0 and 3.5 indicating that the principles were applied less fully. These principles include “Use full range of communication strategies” (15 of the 33 cases); “Achieve consensus on purpose and need” (15 cases); “Maintain environmental harmony” (13 cases); “Address community and social issues” (15 cases); and “Document proj- ect decisions” (14 cases). Finally, there were a few principles for which most of the cases had a score below 3.5 indicating that the principle was in general not fully applied. These prin- ciples include “Address alternatives and all modes” (23 of the 33 cases); “Utilize full range of design choices” (25 cases); “Track and meet all commitments” (23 cases); and “Use agency resources effectively” (20 cases). These data are indicative of the fact that certain CSS principles are not widely applied especially those dealing with the development of alternatives and project documentation. In general, team members indicated that most of the 22 benefits accrued as a result of the CSS process as most cases had a score above 3.0 for each benefit. This was true for at least two-thirds of the cases examined (Table 9). There is a small number of benefits for which the team strongly agreed (scores 3.5 or above) that the benefit accrued. These bene- fits include the “Improved mobility for all users” (19 cases), “Improved safety” (19 cases), and “Design features appropri- ate to context” (18 cases). Of interest here is the fact that there are several benefits that have a large number of cases where the team members did not agree that the benefit was materi- alized (scores between 2.5 and 2.9). These benefits include “Improved project scoping and budgeting” (11 cases) and “Improved multi-modal options” (11 cases). Finally, the scores for benefits “Decreased costs for overall project delivery” and “Decreased time for overall project delivery” showed a large number of cases (18 and 13, respectively) where the team members did not agree (scores below 2.5) that the benefit accrued. However, this was not substantiated from any data provided and thus could only be their perception. This could be also influenced by the lack of any complete data on the time and cost of the project of the respondents and possible knowl- edge of the data only for specific project delivery phases. The analysis of the benefits as scored by the stakeholders showed a different perspective than the team members where 28

29 State Project Name Rationale West AZ SR 179 Reconstruction- Sedona, Coconino County, AZ A road reconstruction project complete through the planning phase for a mixed urban, rural and parkland multi-modal corridor (transit, pedestrian, bicycles) addressing 12 CSS principles including excellent use of interdisciplinary teams and stakeholders with excellent public involvement and demonstrating stakeholder, shared funding, environmental, community, multi-modal, and safety benefits. CA Mandela Pkwy Corridor Improvement, Oakland, CA An under construction roadway reconstruction project with 14 CSS principles including excellent use of interdisciplinary team, very good stakeholder involvement, demonstrating stakeholder, joint development opportunities, environmental, safety, multi-modal, and community benefits. CO US 40 Berthoud Mt. Pass Reconstruction-Clear Creek Co., CO CO US 285, Denver, CO A road reconstruction project complete through the planning phase for a rural corridor involving all 15 CSS principles including excellent use of interdisciplinary teams, involving all stakeholders, broad- based public involvement, achieving consensus on purpose and need and maintaining environmental harmony, considering a safe facility for users & community, documenting project decisions, and creating lasting value for the community. CO Transportation Expansion (T- REX) Project, Denver, CO A completed urban multi-modal corridor (public transit, pedestrians and bicycles) with 10 CSS principles including excellent use of interdisciplinary teams and stakeholder involvement, and excellent public involvement plan demonstrating stakeholder, safety, project delivery time, multi-modal mobility and community benefits. MT SR 69, Main Street Reconstruction, Boulder, MT A completed urban main street reconstruction project in a multi- modal corridor (pedestrian and bicycles) with 10 CSS principles including excellent use of interdisciplinary teams, good involvement of stakeholders, and excellent public involvement plan demonstrating stakeholder, construction and project costs, safety, project delivery and community benefits. ND North Dakota-Four Bears Bridge-Ft. Berthoud Reservation, ND A road reconstruction/bridge replacement completed project for a multi-modal rural corridor (pedestrian, bicycles) involving 14 CSS principles including excellent use of interdisciplinary teams, excellent use of stakeholders and excellent public involvement demonstrating stakeholder, safety, environmental and community benefits. TX FM 1120, Low Water Crossing, Real County, TX A completed rural, low water crossing replacement over the Frio River with 15 CSS principles including excellent multidisciplinary team, stakeholder involvement, and public involvement plan; demonstrating reduced project costs and time, environmental, stakeholder, multi-modal and community benefits. UT 12300 South Design Build Project, Draper and Riverton, UT A completed urban highway reconstruction project with 15 CSS principles including excellent use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement demonstrating stakeholder, joint development opportunities, environmental, and community benefits. WA SR 99 Pacific Hwy South Reconstruction, Des Moines, WA A completed multi-modal roadway reconstruction project in a multi- modal corridor (transit, pedestrian and bicycle) with 12 CSS principles including good use of interdisciplinary teams, excellent stakeholder involvement, and excellent public involvement plan demonstrating stakeholder, joint development opportunities, environmental, multi-modal, and community benefits. WA Bridgeport Way Reconstruction, University Place, WA A road diet completed urban project in a multi-modal corridor (transit, pedestrian, bicycles) with 9 CSS principles including very good use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement plan and demonstrating stakeholder, community and multi-modal benefits. WY US 14/16/20, Reconstruction, Cody - Yellowstone N.P., WY A completed rural roadway reconstruction project in a park setting with 10 CSS principles including excellent use of interdisciplinary teams, excellent stakeholder involvement, and very good public involvement plan demonstrating stakeholder, environmental, project delivery costs, safety, and community benefits. An interstate reconstruction and environmental improvement project completed for a rural/parkland corridor involving 14 CSS principles including good use of interdisciplinary teams, excellent use of stakeholders and good public involvement and demonstrating stakeholder, multi-modal, safety, environmental, maintenance & operations and community benefits. Table 7. Case studies. (continued on next page)

30 Southeast AR Rt. 215, Ozark National Forest (NW Arkansas), AR A completed rural highway project in a national forest corridor using seven CSS principles (and associated benefits) including good use of interdisciplinary teams, excellent involvement of stakeholders, excellent consensus on purpose and need and excellent environmental harmony demonstrating stakeholder, environmental and quality of life benefits. FL I-4 Reconstruction, Tampa, FL An interstate/local roads/overpass reconstruction project under construction (2007 est. completion) for a multi-modal urban corridor (transit, pedestrian, bicycles) in a metropolitan area involving 14 CSS principles including excellent use of interdisciplinary teams, excellent use of stakeholders and excellent public involvement demonstrating stakeholder, shared funding, environmental, community, safety, and project delivery cost benefits. KY US27/68 Paris Pike, Reconstruction, Lexington - Paris, KY A completed rural roadway reconstruction project with 10 CSS principles including excellent use of an interdisciplinary team, excellent stakeholder involvement, and excellent public involvement plan demonstrating stakeholder, environmental, project delivery costs, safety, and community benefits. KY Kentucky-Cemetery Road Reconstruction-Bowling Green, KY KY Transportation Tomorrow, TARC, Louisville, KY A planning study for light rail in the preliminary design phase involving 10 CSS principles including excellent use of interdisciplinary teams, excellent use of stakeholders and excellent public involvement demonstrating stakeholder, community, and multi-modal benefits. NC Smith Creek Parkway, Wilmington, NC A completed coastal urban highway and rail project using 14 CSS principles and associated benefits including good use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement demonstrating stakeholder, environmental, community and safety benefits. SC Cooper River Bridge Replacement Project, Charleston, SC TN SR 73/US 321, Gateway Project, Gatlinburg, TN A completed 5-lane retrofit rural proj ect in a tourist area with a multi- modal corridor (pedestrian and bicycle) with 8 CSS principles including excellent stakeholder involvement, excellent public involvement plan, and very good interdisciplinary team; as well as demonstrating stakeholder, aesthetic (retaining walls and plants), multi-modal, and community benefits. Northeast CT Oyster River Roundabout, West Haven, CT A completed roundabout installation project maintaining environmental harmony, addressing aes thetic treatments (gateway) and enhancements with excellent stakeholder involvement, excellent public involvement for delivering a safe facility that improves mobility for all users and meeting all commitments. DC M St. & Wisconsin Ave. Sidewalk Reconstruct, Georgetown, DC A coordinated sidewalk reconstruction/utilities upgrading project currently under construction for a historic corridor involving 4 CSS principles including good use of interdisciplinary teams, excellent use of stakeholders and good public involvement demonstrating stakeholder, project delivery cost s, environmental, and community benefits. MD MD 75, Rehabilitation, Town of Union Bridge, MD A rehabilitation and improvement of a Main Street completed urban project in a pedestrian corridor with 9 CSS principles including very good use of interdisciplinary team s, excellent involvement of stakeholders, and excellent public involvement plan demonstrating community, partnering, stakeholder , and project savings benefits. MD US 1, Planning Study, College Park, MD A planning study to improve an urban section in a multi-modal corridor (transit, bicycles, and pedestrians) with 8 CSS principles including excellent use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement plan demonstrating stakeholder, multi- modal, and community benefits. A road reconstruction/interchange-overpass construction project completed for a multi-modal urban corridor (pedestrian, bicycles) involving 12 CSS principles including excellent use of interdisciplinary teams, excellent use of stakeholders and excellent public involvement demonstrating stakeholder, shared funding, environmental, community, project delivery costs, and safety benefits. A bridge replacement project in Charleston Harbor, SC, with multi- modal (pedestrian and bicycle) facilities utilizing 9 CSS principles including interdisciplinary teams, involve all stakeholders, broad- based public involvement, full range of communication methods, consider all alternatives and modes, community & social issues, aesthetic treatments & enhancements, safe facility for users & community, and use all resources effectively. Table 7. (Continued).

31 IA Highway 1, Keosauqua Bridge, IA A completed historic bridge replacement project that exemplifies the utilization of a full range of design choices involving stakeholders and public while maintaining environmental harmony, addressing aesthetic treatments and enhancements, considering a safe facility for users and the community and improving safety along with bikeability and walkability. IL Prairie Pkwy Phase 1 Engineering Study-Kane, Kendall, Will LaSalle and DeKalk Counties, IL A preliminary engineering study to identify multi-modal rural and urban corridors (transit) involving 12 CSS principles including good use of interdisciplinary teams, good use of stakeholders and excellent public involvement demonstrating stakeholder, project delivery costs, environmental, multi-modal, safety and community benefits. MI US 131, kitcS-curve Replacement, Grand Rapids, MI MN TH 61 North Shore Dr., Reconstruction, Good Harbor Bay, MN A completed rural roadway reconstruction project with 10 CSS principles including a very good use of an interdisciplinary team, excellent stakeholder participation, and very good public involvement demonstrating stakeholder, environmental, safety, and community benefits. OH Euclid Corridor Transportion Project, Clevealnd, OH A transit improvement project in the planning phase with 10 CSS principles including a very good use of multi-disciplinary team, excellent involvement of stakeholders, and excellent public involvement demonstrating stakeholder, multi-modal, joint development, and community benefits. OH Eastern Corridor, Southwestern OH ME Rt. 26, Shaker Village Bypass, Sabbathday Village, ME A completed rural (small community) roadway improvement project in a historic corridor with 13 CSS principles including excellent use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement plan demonstrating stakeholder, environmental, safety, project delivery and community benefits. PA Mon/Fayette Expressway, PA A project in preliminary design in a multi-modal corridor (pedestrian and bicycles) using 14 CSS principles including excellent stakeholder involvement, excellent use of interdisciplinary teams, and very good public involvement demonstrating stakeholder, environmental, safety, community, and project delivery benefits. Mississippi Valley A completed urban bridge reconstruction adjacent to a multi-modal corridor (pedestrian and bicycles) with 15 CSS principles including excellent use of interdisciplinary teams, excellent involvement of stakeholders, and excellent public involvement plan demonstrating stakeholder, environmental, safety, multi-modal, project delivery and community benefits. A regional planning study examining long range transportation improvements including light-rail, bicycle facilities and expanded transit services, that utilized 7 CSS principles including involve all stakeholders, seek broad-based public involvement, use full range of communication methods, consider all alternatives and modes, community & social issues, provide a safe facility for users & community, and a lasting value for the community. Table 7. (Continued). Number of cases with scoresPrinciples 3.0-3.4 3.5+ 1. Use interdisciplinary teams 3 30 2. Involve stakeholders 5 27 3. Seek broad-based public involvement 8 25 4. Use full range of communication strategies 15 17 5. Achieve consensus on purpose and need 15 17 6. Address alternatives and all modes 23 10 7. Consider a safe facility for users and community 4 29 8. Maintain environmental harmony 13 20 9. Address community and social issues 15 18 10. Address aesthetic treatments and enhancements 8 25 11. Utilize full range of design choices 25 7 12. Document project decisions 14 19 13. Track and meet all commitments 23 10 14. Use agency resources effectively 20 9 15. Create a lasting value for the community 11 22 Table 8. Summary of scores for principles.

the stakeholders typically provided a lower score. It should be noted here that there were only 23 cases where stakehold- ers provided input. For a large number of cases the stake- holder scores are lower than 3.5, indicating that the stakehold- ers believe that the benefit was not fully materialized (Table 10). The exception to this general trend (score was equal to or greater than 3.5) was noted for the benefits of “Improved mobility for users” (11 of 23 cases), and “Improved quality of life for community” (9 cases). For most cases the values were in the middle category (with scores between 3.0 and 3.4) indi- cating that most benefits materialize as a result of the process followed and the project delivered. Examination of each indi- vidual case showed that in general the magnitude of the score differences between team members and stakeholders varied, but it was consistently lower than the score the team mem- bers provided. This is an indication of the difference in opin- ions between the project team members and stakeholders regarding the benefits that result from projects, where the professionals typically have a different view point than the stakeholders considering that the project resulted in greater and more widespread benefits. A final aspect of the semi-quantitative data collected is the comparisons between team members and stakeholders regard- ing the evaluation of their relationships. Each survey queried 32 Number of cases with scores Benefits <2. 5 2 .5-2.9 3.0-3.4 3.5+ 1. Improved predictability of project delivery 3 9 15 6 2. Improved project scoping and budgeting 2 11 16 4 3. Improved long-term decisions and investments 1 2 25 5 4. Improved environmental stewardship 0 2 23 8 5. Optimized maintenance and operations 4 6 18 5 6. Increased risk management protection 1 8 18 6 7. Improved stakeholder/public feedback 1 0 19 13 8. Increased stakeholder/public participation, ownership, and trust 1 3 20 9 9. Decreased costs for overall project delivery 18 4 4 7 10. Decreased time for overall project delivery 13 7 7 6 11. Increased partnering opportunities 0 5 18 8 12. Minimized overall impact to human and natural environment 0 1 22 10 13. Improved mobility for users 2 1 13 19 14. Improved walkability and bikeability 0 5 15 11 15. Improved safety (vehicles, pedestrians, and bikes) 5 1 13 19 16. Improved multi-modal options (including transit) 1 11 10 7 17. Improved community satisfaction 1 1 16 15 18. Improved quality of life for community 3 1 17 14 19. Improved speed management 0 4 20 6 20. Design features appropriate to context 2 0 15 18 21. Minimized construction-related disruption 2 2 21 8 22. Improved opportunities for economic development 3 3 20 7 Table 9. Summary of scores for benefits—team members. Number of cases with scores Benefits <2.5 2.5-2.9 3.0-3.4 3.5+ 1. Improved predictability of project delivery 6 5 9 3 8. Increased stakeholder/public participation, ownership, and trust 2 8 10 3 11.Increased partnering opportunities 2 6 9 4 12.Minimized overall impact to human and natural environment 0 4 13 4 13.Improved mobility for users 4 5 7 11 14.Improved walkability and bikeability 3 7 6 6 15.Improved safety (vehicles, pedestrians, and bikes) 5 1 9 9 16.Improved multi-modal options (including transit) 4 5 9 3 17.Improved community satisfaction 3 3 9 7 18.Improved quality of life for community 2 3 7 9 19.Improved speed management 1 2 15 3 20.Design features appropriate to context 2 4 10 8 21.Minimized construction-related disruption 3 6 12 2 22.Improved opportunities for economic development 1 3 15 2 Table 10. Summary of scores for benefits—stakeholders.

team members and stakeholders on their perspective regard- ing the level of interaction and satisfaction level working with the other. The team member survey indicated that in general they were satisfied with both the stakeholders and interested public (Table 11). For almost all cases, the scores were above 3.0 indicting agreement with the statement. There was a greater level of satisfaction working with stakeholders (14 cases over 3.5) than working with interested public (8 cases over 3.5). This may be indicative of the fact that team members have a larger number and greater frequency of interactions with stakeholders and thus are more familiar working with them. Another possible explanation for these higher scores is the possibility that team members have a better understand- ing of the position and the issues that stakeholders may raise for a given project and thus feel more comfortable and are in a better position to deal with them. Both of these aspects are typically not present when dealing with the public, which may explain the lower scores noted here. Team members were also queried regarding their relation- ship with stakeholders and the public. This analysis is also based on a 4.0 scale, where 1.0 is for “We established an infor- mational relationship,” 2.0 is for “We established a consulta- tion relationship,” 3.0 is for “We established a partnership,” and 4.0 is for “We allowed them to provide direction.” The scores for the relationship of the team members with the stakeholders and interested public showed a similar trend, i.e., “better” relationship with stakeholders (Table 12). The scores for most cases noted that the relationship with the stakeholders was between consultation (score of 2.0) and partnership (score of 3.0). A large number of cases (10.0 or approximately one-third) were noted with scores above 3.0 indicating a tendency for allowing the stakeholders to provide direction to the project. This could be viewed either as a pos- itive aspect, where collaboration and input of stakeholders was greatly appreciated and utilized, or as a negative percep- tion from team members, where the input was viewed as intrusive in their decision-making ability. However, neither of these possibilities could be verified and future survey ques- tions may require clarification on this question. The scores for the relationship with the public were more in the consul- tation range (approximately one-half of the cases were below 2.5) and a small number was even below 2.0 indicating more of an informational relationship. Similar questions were also posed to the stakeholders and results were mixed for their scores when compared to the similar questions posed to the team members (Table 13). In general, stakeholders were satisfied with their relationship with the project team for most cases (17 of 23 cases with score over 3.0), which is a positive aspect of the processes followed. This indicates a greater level of satisfaction from the stake- holders due to an improved relationship between them and the team and thus could further support the presence of the benefit of “Improved stakeholder/public participation, owner- ship, and trust,” especially for the participation. This is fur- ther supported by the scores for the satisfaction regarding the procedures for providing input to the team. For this state- ment also more than one half (15 of 28 cases) the scores were above 3.0 and several cases had scores over 3.5 indicating a strong agreement on satisfaction with the procedures fol- lowed. The scores for these two statements could also benefit agencies regarding the level of trust by stakeholders towards the agency and could be viewed as benefits of CSS procedures. Finally, the scores for the relationship with the project team were between consultation and partnership and there are a large number of cases (approximately one-fourth) with scores over 3.0 indicating a perception of providing direction in the project. In general, the scores noted here are indicative of a positive level of satisfaction with the team members noting a possible improvement in relationships between teams and stakeholders as a result of CSS applications. Significant efforts were devoted in gathering data that would allow for the quantification of the benefits from CSS 33 Number of cases with scores Question 1.5-2.0 2.0-2.4 2.5-2.9 3.0-3.4 3.5+ Satisfaction with relationship with stakeholders 0 1 0 18 14 Satisfaction with relationship with interested public 0 0 1 24 8 Satisfaction with procedures for input 0 0 0 25 8 Table 11. Satisfaction survey—team members. Number of cases with scores Question 1.5-2.0 2.0-2.4 2.5-2.9 3.0-3.4 3.5+ Relationship with stakeholders 2 5 13 10 1 Relationship with interested public 5 15 5 3 0 Note: The rankings are based on a 4.0 scale with 4: They allowed us to provide direction; 3: We established a partnership; 2: We established a consultation relationship; and 1: We established an informational relationship. Table 12. Relationship survey—team members.

applications. It was anticipated that the data to be provided would allow for demonstrating the magnitude and potential for time and cost benefits from CSS applications. However, the overall conclusion from the data collected was that this forensic examination of a project does not allow for a com- plete documentation of all data elements and provides only a partial picture of the benefits achieved and principles applied. There was no case study where data for all quantifiable met- rics was obtained and for most metrics and benefits there were no more than a couple of case studies with data. The team determined that the available quantifiable data obtained for each case study was sparse and would not allow for a sys- tematic evaluation of determining the level of principle appli- cation and benefits materialized from the CSS processes. The data provided for most of the case studies indicated that data was very dependent on the person submitting the informa- tion, with their area of interest or expertise being the one that was mostly documented. A couple of examples of the data collected are provided in the following paragraphs to demonstrate their importance in quantifying benefits for the process applied. Kentucky-Cemetery Road Reconstruction-Bowling Green, KY. The project reported a reduction in crashes based on a before and after comparison. Over a period of 3 years, the study showed a reduction of 20 injury crashes, one fatality, and 51 property damage crashes. The benefits converted in dollars can be estimated based on the available values for the various crashes by FHWA (29). Using these values, the total gains are estimated to be $7,110,000 over a three-year period (or $3,000,000 if one excludes the fatality due to rarity of such events). Mandela Pkwy Corridor Improvement, Oakland, CA. The project resulted in the development and upgrade of 1.3 mi of sidewalks, multi-use path, and new bicycle lanes. Indirect benefits to health, recreation, and mobility could be estimated for this project as noted in NCHRP Report 552: Guidelines for Analysis for Investments in Bicycle Facilities (20). These case studies indicate that the benefits can be quanti- fied but often require either additional effort or proper data collection. It is important to stress at this point that for an agency to properly measure and quantify CSS benefits, the data require- ments must be specified and collection efforts should be ini- tiated from the outset of the project. In addition, the project team should establish the target values for the benefits to be achieved at the outset of the project to allow for determining whether the benefit has been achieved. This may be done by developing a memorandum of agreement based on the objec- tives of the purpose and need statement that outlines the spe- cific targeted goals with detailed measures and quantifiable thresholds for acceptable performance. For example, instead of the generic term “improve safety,” the memorandum of agreement could specify that “the goal is to produce a design that results in reduction of the crash rate on the project below the statewide average of 2.1 crashes per MVM.” This approach does not only specify what the metric will be to determine whether the goal was achieved but also allows for determin- ing the required data to be collected to allow for the proper evaluation and direct quantification of the project benefits. As it is understood that all CSS projects are unique, it therefore stands that the benefits gained by each will be unique and should be measured in terms of the targeted project perfor- mance and not in an arbitrary standard of project performance. Another issue that requires attention is that the agency needs to determine the intensity with which each action principle will be applied and determine their associated benefits and their metrics from the early stages of the project. Each agency can customize the approach to their specific needs and thus deter- mine the appropriate benefits to be measured based on the scale and type of project. Moreover, each agency could deter- mine a set of benefits that could be collected for all projects to assist them in their continuous quality improvement efforts. Both of these concepts will be presented in the introduction of the guidelines, which are presented in the next section. Summary The development of a set of principles and associated ben- efits was accomplished utilizing existing past efforts as well as the multi-disciplinary expertise of the research team. These principles and benefits will be used to develop a set of guide- lines that transportation agencies could use in measuring ben- efits from CSS applications. The foundation of this approach was presented here and it will be further discussed in the next section. 34 Number of cases with scores Question 1.5-2.0 2.0-2.4 2.5-2.9 3.0-3.4 3.5+ Satisfaction with relationship with project team 0 1 5 9 8 Satisfaction with procedures for input 0 1 7 8 7 Relationship with project team1 4 6 6 5 2 Note: The rankings are based on a 4.0 scale with 4: They allowed us to provide direction; 3: We established a partnership; 2: We established a consultation relationship; and 1: We established an informational relationship. Table 13. Satisfaction and relationship survey—stakeholders.

Thirty-three cases of projects throughout the USA that qualify as following a CSS approach were identified. For all these cases, team members and stakeholders were surveyed to determine their opinion on the application of CSS principles as well as the potential accrual of benefits as a result of these processes. The analysis of the surveys indicated that team members believe that most principles were present for their project. Most principles had a score of 3.0 or greater, i.e., most respondents agreed that at least the principle was applied in the process followed. The results also indicated that certain CSS principles are not widely applied especially those dealing with the development of alternatives and project documentation. The analysis of the benefits resulting from CSS applications showed a wider variability among team members. In general, team members indicated they agree that most of the benefits accrued as a result of the CSS process, and in most cases, the score is above 3.0 indicating that at least they agree with the statement provided, i.e., the benefit was present. This was the case for approximately two-thirds of the 22 benefits identified. Among the benefits that team members showed no agreement for their presence were those associated with reductions in costs and time of the project delivery and improvement of project scoping. It should be noted that data was not provided to substantiate these opinions and thus could be only their perception. This could be also influenced by the lack of any complete data on the time and cost of the project of the respondents and possible knowledge of the data only for specific project delivery phases. The results from the stakeholders showed a different perspective especially for the scores in the common questions between team members and stakeholders where the stakeholders provided a lower score. In general, stakeholders showed less agreement in the pres- ence of benefits, which may be indicative of the professionals typically believing that the project resulted in greater and more widespread benefits. The level of satisfaction with the relationships between team members and stakeholders was also examined to deter- mine whether there are any differences and issues on how each other perceives these interactions. In general, both team members and stakeholders were satisfied with the relationship with the other and viewed this relationship as somewhere between consultation and partnership. However, team mem- bers showed a lower level of satisfaction dealing with the pub- lic. Both groups also noted a high level of satisfaction with the processes used for soliciting their input. In general, the scores noted here point to a positive level of satisfaction of the interaction between team members and stakeholders, which could be considered as a significant benefit for CSS applications. An effort was also undertaken to collect additional data that could be used to quantify such benefits. However, this approach was less successful than the semi-quantitative data collected from the survey. The use of the forensic examina- tion of a project followed here did not allow for a complete documentation of all data elements and provided only a par- tial picture of the benefits achieved and principles applied. The data provided for most of the case studies indicated that data was not gathered and in cases where it was available it was more dependent on the agency focus or area of interest. This absence of quantifiable data significantly limited the efforts to quantify the benefits. However, it clearly demon- strated the need for a systematic data collection effort in the early stages of a project, if there is a desire to quantify the ben- efits from the CSS applications. 35