The authority for the transportation planning requirements rests in Section 9 of the Federal-Aid Highway Act of 1962, ap proved October 23, 1962, which amended Chapter 1 of Title 23, United States Code, by the addition of a new Section 134 which reads as follows: "It is declared to be in the national interest to encourage and promote the development of transportation systems embracing various modes of transport in a manner that will serve the States and local communities efficiently and effectively. To accomplish this objective the Secretary shall cooperate with the States, as authorized in this title, in the development of long-range highway plans and programs which are properly coordinated with plans for improvements in other affected forms of transportation and which are formulated with due consideration to their probable effect on the future development of urban areas of more than fifty thousand population. After July 1, 1965, the Secretary shall not approve under Section 105 of this title any program for projects in any urban area of more than fifty thousand population unless he finds that such projects are based on a continuing comprehensive transportation planning process carried on cooperatively by States and local communities in conformance with the objectives stated in this section. ' 3. JURISDICTION The following sections define the areas where the planning process definitions and interpretations will apply as a prerequisite to program approval. a. Urbanized Areas: The planning requirements of Section 134, Title 23, United States Code, are applicable for urban areas of more than fifty thousand population which are identified as fitting into the following two categories: (1) Urban areas of more than 50, 000 population identified by decennial census: These areas are identified as the "urbanized areas" established by the U. S. Bureau of the Census in the latest available census of population of the United States and Puerto Rico. (2) Urban areas of more than 50, 000 population identified between decennial census periods: These areas are identified subsequent to a decennial census as a result of a finding, by the U. S. Bureau of the Census based on a special census, or an evaluation of newly annexed areas, that the population of a city or urban area is now in excess of 50, 000 population. Other official findings may come from the U.,S. Bureau of the Budget in the nature of additions to their list of Standard Metropolitan Statistical Areas. b. Boundaries (1) Urbanized Area boundaries: The boundaries of the urbanized areas established by the U. S. Bureau of the Census shall be controlling in determining the eligibility for approval of Federal-aid projects in programs, unless other limits for this purpose shall be agreed upon by the U. S. Bureau of Public Roads and the States. Since urbanized area boundaries are only established by the U. S. Bureau of the Census at the time of the decennial census, the municipal boundaries will be controlling in determining the eligibility for approval of any program of Federal-aid projects until such time as urbanized area boundaries are officially established, unless other limits for this purpose shall be agreed upon by the U. S. Bureau of Public Roads and the States. In the event that a city, included within an established urbanized area extends its bound November 24, 1969 the urbanized area, the area included in the expanded municipal boundaries will also be subject to the provision of Section 134. (2) Comprehensive planning area boundaries: The boundaries of the urbanized area established by the U. S. Bureau of Census or in Section 3b(1) above should not, however, necessarily restrict the area to be encompassed in a comprehensive transportation planning process. For planning purposes all of the area likely to be urbanized within the forecast period, usually 20 years, should be included. In those instances where urbanized areas as defined by the U.S. Bureau of the Census are adjoining or are likely to become adjoining in the forecast period, the planning process should embrace the entire area. Except in unusual circumstances the planning area shall not be less than the urbanized area delimited by the U.S. Bureau of the Census. (3) Boundary restrictions: The boundaries of urbanized areas as defined herein either for planning purposes or for determining eligibility of proposed Federalaid highway projects are not necessarily coincidental with urban area boundaries defined in Policy and Procedure Memorandum 10-5, and the revisions thereto. 4. DEFINITION The following definitions and interpretations will apply to the planning process: a. Transportation planning process: (1) The planning process includes the operational procedures and working arrangements by which short and long-range highway and transportation plans are soundly conceived and developed, and continuously evaluated in a manner that will: (a) Assist governing bodies and official agencies in determining courses of action and in formulating attainable capital improvement programs in anticipation of community needs. (b) Guide private individuals and groups in their planning decisions which can be important factors in the pattern of future development and redevelopment. (2) Transportation planning is concerned with all facilities used for the movement of persons and goods, including terminal facilities and traffic control systems. The process is based on the collection, analysis, and interpretation of pertinent data concerning existing conditions and historical growth; the establishment of community goals and objectives; and the forecasting of future Page 2 urban development and future travel demands. It includes not only the initial preparation and evaluation of a transportation plan through an appraisal of practicable alternatives, but also periodic review and modification to meet changing conditions. In addition, it includes the preparation and dissemination of pertinent information needed by official agencies in their consideration of planning proposals and improvement programs, and for the encouragement of public understanding and support; and, the preparation of recommendations concerning scheduling and financing of highway improvements, coordination with other urban development programs, revision of ordinances and regulations, and additional legislation, if necessary. (3) The planning process should be closely coordinated with policy making and program administration and should be organized with the objectives of achieving agreement on interrelated action programs founded on factual information. (4) Basic elements for which inventories and analyses are required are as follows: (a) Economic factors affecting development Page 3 time or intermittent operations for the smaller d. Cooperatively June 21, 1967 process. This would insure full consideration (1) The establishment of a formal (5) In cases where the urbanized area is located in more than one State, the initial agreement should be between the State highway departments involved. The responsibility for effecting State and local cooperation rests with the particular State highway department concerned. (6) The memorandum of understanding need not follow any prescribed format but should clearly indicate that a continuing comprehensive transportation planning process is to be carried on cooperatively by the States and the local political subdivisions. The administrative procedure by which this cooperation is to be effected, including an assignment of duties and responsibilities, should be covered in the memorandum 5. SCOPE OF THE ELEMENTS OF THE TRANSPORTATION PLANNING PROCESS The following sections supplement the definitions of the ten elements in the transportation planning process as set forth in paragraph 4a(4). (2) Cooperation is construed to mean that each jurisdiction having authority and responsibility for actions of regionwide significance should have appropriate voice in the transportation planning process, either through direct participation or through adequate representation. State highway departments should solicit the cooperation of all political subdivis-lation forecast will provide the basic input for ions having such authority and responsibility. This solicitation can be made directly to the governing bodies of each individual political subdivision or through an appropriate local agency. a. Economic factors affecting development (1) An economic study should provide an estimate of the total change in the level of economic activity in the study area from the present to the forecast year. This forecast of future economic activity together with the poputhe land use and travel forecasts. (3) Ideally, all political subdivisions (2) The economic study should consist of the collection, analysis, and forecasting of the following elements: |