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February 20, 2013 MAP-21 Webinar Summary

Transcript

Welcome to the enhanced national highway system webinar. At this time all participants are in a listen only mode. Later we will conduct a question-and-answer session and instructions will be given at that time. If you should require assistance, please press star and zero and anytime. Today's call is being recorded. I would now like to turn color to your host for today, Jayne Brady.

Thank you. Hi, I am Jayne Brady. I with the office of Human Environment research team and we are hosting this presentation not only to help your division understand the implications of the enhanced NHS under MAP-21 but also to provide information that will encourage innovative activities to preserve and improve America's highways. We will continue to conduct research and provide technical assistance to achieve this goal. Today we have for presenters, we have five presenters. I would have a couple of polling questions which I think many of you are already responded to. And just a couple little housekeeping items. The first is if you cannot stay for the entire webinar, you can access the information by downloading the presentation that is on the file share box which is on the left-hand side of your screen. And we will also be sending around a link to the recording of the webinar. Also, you can ask questions through the chat pod. We are to have some questions asked early on and we will address those at the end of the presentation as best we can. Right before we open it up to questions and answers. Please bear with us a little bit. We do have several presenters and we are all together in one room, so hopefully things will go smoothly. We hope there won't be any glitches. Thank you very much for participating. Our first presenter is Stefan Natzke.

Good afternoon, good morning depending on where you are. Thanks for taking part in the national highway systems requirements. A little background on the national highway system. It was enacted in the mid- 90s and the reason behind -- the reason for the enactment of the national highway system was to come up with a system that best met the mobility I connectivity and other needs of the United States. What we had prior to that as the high system or roadways in this country was the interstate highway system. Which is still the premier network within the country. But there was a realization at that point that populations had moved, and the way the US economy had altered itself structurally no longer heavy manufacturing economy. Mostly it was leaning more towards the service sector economy and so forth. A realization that the nation needed a different network and it needed one that had additional flexibility that allowed it to be modified and changed over time. The National Highway System was developed by federal Highway us in cooperation with states at the direction of Congress. It was aimed multiyear effort to get that enacted. Congress came back to us and asked us to add intermodal connectors to intermodal facilities and we did that. Overtime, we have added to the National Highway System as the states have requested and identify their needs. Again, it's been a flexible system, and prior to the enactment of MAP-21 we had gotten up to about 164,000 total miles of National Highway System roads. When Congress enacted the -- they put a cap of 178,000 miles on it. In the run-up to MAP-21 both the US DOT and the Congress recognize that the federal system of high-priority should perhaps be expanded and Congress did that with the enactment of MAP-21 by adding essentially all the principal arterials that had not been included on the NHS at that point. He will talk about the different elements of NHS so you will gets more detail on how the system changed. Following our work to pull together the different maps that make up the official record of the NHS, my team put together over 500 maps on our web site. And we had to deal with a number of issues including technical changes to the maps and to address number of questions that arose from folks in the field such as yourselves who wanted to know what federal requirements -- we identified a need for this webinar and that's the point of this webinar. Obviously one in high demand since it sold out within the first week of our announcing it earlier this year.

We will be announcing another session of this webinar to be held in March and that announcement should come out tomorrow. Keep your eyes open and we would hope that you could share that with your state and local and other partners as well for them to participate. That's really all I have to say as an introduction to this. I hope you find this useful and will answer some of the questions you have and if we are not covering what you want to know, go ahead and throw a question in the chat pod. At this point I will turn it back to Jane for the continuation of the webinar.

Thank you much Stefan. Our next and first actual presenter is Ralph Gillman come and he is with FHWA office of Highway information.

Thank you Jayne. I with the policy information office under David Winter. Highway systems performance vision. Action in our division is the highway system performance. Highway performance system. We've had several questions related to NHS. And I wanted to give you a quick overview about that. Briefly, H PMS is data collection from the state. It covers a variety of data elements including geospatial, inventory payment and traffic data. Three main ways of getting the data into HMS and -- summary data. For this purpose, it's a from relative purposes, we only look at the centerline. And for we're looking at an inventory direction only. One direction only. We're looking to move forward toward a dual carriage way system and include all public roads in the geospatial information, but this additional geospatial references are mainly for locating bridges, crashes, and projects. It's not for data.

NHS and HPMS. NHS within HPMS is 82nd data item divided by the states and we're looking to add a new module so that FHWA headquarters could also update the NHS. And we want to move toward more of a cooperative effort in maintaining the NHS. We know the states are using their own networks and geospatial representations, and we have adopted that in HPMS so we still need the states to locate the NHS within your geospatial system. However, as the updates come into headquarters, we have information about where the NHS is located, and we want to maintain that also. It will be a joint operation to maintain that. The NHS expansion was in some ways HPMS helped might [ Indiscernible ] by providing information from you on the functional classification, particularly the principal arterials and so your data has come back to you in the form of the enhanced NHS. The NHS has made two changes in directly into HPMS because of the expansion, now the full extent truck count required on the NHS so those expanded sections are now required to have truck counts. Also the international -- roughness Index is required annually on the NHS. So those new sections that are included in the NHS we require additional IRI information. The other areas that we've had questions on our about ramps in HPMS and NHS. The HPMS assessment 2010 it include ramps for the first time. We were looking at grade separated interchanges only and we have five data elements, functional systems, facility type, two lines and a ADT. NHS is not included in those. HMS does not know where the ramps are included or not ramps. So it could be changed in the future, but at this point in time, HPMS does not determine whether a ramp is on the NHS or not. That is something for Mike and Steve to -- Stefan, excuse me. To determine. Where just providing information for them. That they can use. That is basically it's, and we're ready for your questions at the end.

Thank you Ralph. I will turn it back to Stefan, who will run through a few slides about NHS data collection and reporting requirements.

Yes, thank you again. I am by no means the expert in this area. I am reading slides prepared by somebody else. There's not a lot I can provide in additional detail in terms of answering questions you may have but there will be some contact information at the end of the slides and those would be the people that you ought to be contacting. MAP-21 one of the other requirements in section 1203, MAP-21 1200 section is on performance goals. And section 1203 provides for federal Highway to develop performance measures built around seven performance -- some of these apply to the interstate -- and some apply to both systems but essentially there are three performance measures that apply specifically to the NHS, those are payment conditions, bridge conditions, and system performance. And performance is interpreted to mean operational performance and not the performance of the infrastructure. In addition, there are minimum condition requirements that need to be met, payments on the interstate and bridges on the NHS. For bridges no more than 10% of the total NHS bridge deck area can be on a bridge rated as structurally deficient. There are some provisions to transfer money if those performance conditions are not met or if the state of conditions is not met.

The performance management implications, pavement, the extended EA just Ralph just covered the additional requirements on the pavement -- NHS pavement condition. Bridges are currently as part of the national bridge inspection standard required to submit condition and federal agencies for section 1111 on MAP-21 have to start collecting element level data him on October 1 of 2014. This is pretty much all I'm going to say, except the details on all these systems are being hammered out through rulemaking at this point. MAP-21 requires that the world be finalized within 18 months of enactment. That is currently going on. Here are the folks on the list that you ought to contacting for further information. Francine Schott Whitson can provide each on the rulemaking. That's essentially all I have on the performance management, and again, not being the expert in the area, I'm sorry I can't give you board detailed info. And with that I will turn it back.

Our next presenter is Mike. Is the national systems and economic development team to my office of human environment.

Good afternoon. Mike Neatherly. I want to give an overview of NHS and some of the major changes that occurred under MAP-21. The NHS with authorized under -- [ Indiscernible ] became enacted in 1995. The -- for the system under -- was at 178,000 miles. MAP-21 expanded the NHS and included runcible arterials that were previously not part of NHS. The NHS laws are codified under 23 USC 103 and regulations under 23 CFR 470. Why is the NHS important what the road that is on the National Highway System becomes eligible for NHS funds and now is the national Highway performance program fund. Who coordinates the changes swapping FHWA headquarters through our division office, we court met with the states. And typically most modifications are initiated by the state. Sometimes by the NPO. Federal highways we do not initiate modifications. What is the official record of NHS? The maps, PDF maps that we have on our web site are the official records. Now we also have [ Indiscernible ] which is basically a live interactive -- not live, interactive viewer for the NHS where people can zoom in and see local streets against the NHS layer. Section 1104 of MAP-21, modified NHS. As Stefan already mentioned, it expanded by 50,000 miles or so to 220,000 miles. And mostly these mileages came from principal arterials, that were previously not part of the system. The only requirement we have is that the principal arterial had to interest deck -- intersect with -- meet on one end. there is no mileage cap anymore. And under the same section, Congress -- the congressional corridors are adding character -- 14 of these are congressionally designated future interstates. In the past before MAP-21 as long as the segment -- connects to the interstate, then we can added to the system. Under MAP-21, this connection requirement for the congressional high-priority corridor us where we moved. So for certain corridors like I 69, this ticket at a segment that did not connect to the interstate onto the interstate system. The law came out in June of last year. We had to figure out a way to identify these new principal arterial routes with some 50,000 odd miles. The most comprehensive and consistent source available was the HPMS submittal and essentially at this time, the states were submitting HPMS -- we took the latest that was provided to us from Ralph Gillman's office and the majority of the data came from the 2011 HPMS -- 12,001 was not available we use 2010. And what we did was we took that LRS data and sorted out functional class three or greater which is functional arterials that were NHS equal to zero. Identified non- NHS principal arterials and we did a copy and paste, copy it from HPMS, and pasted to the the existing federal Highway NHS file. There were some instances where the states did not have -- like Caltrans, and New Mexico. They did not have HPMS submittal so we had to do -- dynamic segmentation against the states where to figure out those principal arterials. Throughout this iteration, back in September, we did send a memo out to the field giving them -- giving you guys a two or three week time frame to it do a quick review of your principal arterials of let us know if there were segments that you want to add or remove. And this was mainly just to capture any immediate additions or removals that you wanted -- you wanted reflected in the NHS system prior to the -- maps being released on October 1. NHS includes interstate system, other principal arterials, routes and connectors. And that is just a web site where the maps are. A sample of the maps, and I will bring your attention to the legend. This is a legend for the different subsystems of NHS. At the bottom there is a black line for MAP-21 principal arterials. This black line -- we made it a black line to distinguish it from the existing NHS before MAP-21. Otherwise the black line is the same as her second red line appear. I'm sorry, technical glitch. Trying to find my pointer. I lost my way. Here you go. There's a black line. This black line is really the same as this red line. The categories other principal arterials. We only use the black line to distinguish it from the existing system. What are some of the issues that we have been encountering? A common question is does it have to connect them both ends? To the new principal arterials have to connect on both ends over one and? The answers one end. Typically before MAP-21, the process for functional classification and NHS modifications are two separate processes and that -- those processes did not change. After October 1 or now, if a division office approved an upgrade to principal arterial, it doesn't automatically get added to the NHS. It's a separate request to FHWA to determine whether the segment enhances the system, and provides connectivity and enhances -- increases the mobility. Just because it gets upgraded to a principal arterial doesn't automatically added to the NHS. NHS ramps. I will flip over to this slide here. Ramps to the NHS, for federal-aid eligibility, yes. There may be some determination they -- ramps really long and or not rim. We differ to our and coordinate for outdoor advertising and junk our control. Ramps are considered part of the NHS. There are no reporting requirements. For bridge management purposes, pavement management, to be determined pending their rulemaking. For asset management plans, it should be included. Also some rulemaking involved with that as well.

FHWA GIS layers. The official record resides on a [ Indiscernible ] file that we use to symbolize the map. Technical map corrections. We received numerous inquiries about errors or discrepancies in the map. The existing layer was developed back in the 90s. We are going through a process right now of upgrading it to a more spatially accurate geometry. And we have this effort to transfer the NHS designation, that federal highways maintain over to the states, each respective states GIS layer. Rainout, if you took the federal Highway layer from -- and you layered it over your own states network, there is not going to be a one-to-one line match. You'll see some misalignment. But the underlying designation of the root itself should be correct. We had this effort to conflate the layer. We will code in the primary system onto this data layer. The primary system was in existence before 1991. But for outdoor advertising and some other purposes, scenic byways is one and truck network, they still refer your -- referred to the pre- iced tea network. There is no digital source for that. Technical map corrections. We find a pointer this is a common occurrence here. These are the black lines which came from the HPMS submittal. We did copy and paste, use of the principal arterial, copy and pasted onto the federal Highway layer of existing NHS, these redlines, and of course right here, it is a gap because their own line work is older and the spatial quality is not as accurate as the new-line work. But these are merely technical corrections and you guys -- can you guys see this on your map? You can safely assume these gaps are on the NHS. It is just a gap there. Over here is an example of a common -- for MAP-21, a common addition of a -- kind of like a dangler. One and connects to the system and that and dangles out in the air. That meets the regulatory requirements. Therefore we added it. Spatial line comparison. That's not going to, will, the magenta lines or redlines appear or long here, are the state networks and this blue line is the interstate. I 70 I believe. The designation is correct, but the federal line work is pretty much -- it is more straight and it doesn't meander. Be designation from here, .82. be is correct. That is -- and here's the example in Homestead Texas, US 290. Federal Highway aligned is a straight line. In reality, the road meanders there. The NHS designation is US 290 from here all the way wherever the other endpoint is. The designation is correct but the physical properties of the line are different from the state underlying network.

Guidelines for modifications. Modifications are initiated by the state. We coordinate through our division office and you guys provide your recommendation on the states request documentation include maps and other coordinating documentation like concurrence from the NPO and we review it and provide approval back to the division office and you guys convey that to the state. Guidelines for [ Indiscernible ] modifications. There is an extra party in there -- surface deployment and distribution command. They are jointly -- provide approval and concurrence on changes to routes and connectors.

We are also going to do a polling question for you. Related to Mike's presentation if you would not mind if take a few minutes to answer this question and then we will move on to Don.

Okay thank you very much for taking time to answer. Our next presenter Dawn Horan is right here and she will talk about Outdoor Advertising Control.

Hello everybody. As Jayne said I am Dawn Horan and I will be presenting a brief review of how map 22 affected the Outdoor Advertising Control and junkyard control programs. I along with Cliff Pearson are the contact people within the office of real estate services programs. 23 USC 130 1A requires us to advertise control on the interstate primary systems. The 1955 Highway beautification act is applicable to the entire interstate system including freeways and toll ways and 23 USD's 21 TV defines a primary system is a federal-aid primary system in existence as of June 1, 1961 and to the entire interstate system including freeways and toll ways and 23 USD's 21 TV defines a primary system is a federal-aid primary system in existence as of June 1 1961 And Any Hwy. system that is not on that but which is on the national highway system. As a result funny three USC section -- states are responsible for demonstrating control and interstates the federal-aid primary system as it existed on June 1, 1991 in the national highway system. Map 21 did not add direct routes -- under the definition of controlled roots remains the same however section 1104 of MAP-21 has redefined the national highway system as we have talked about previously and since any three USC section 131 re-player states to provide control on that highway routes there are no additional roadways that states are responsible for effective control of outdoor advertising.

Although section 1104 of MAP-21 redefined the national highway system some of the routes that are now classified within the enhanced definition of the national highway system may have already been a controlled router advertising purposes because they may have been on the routes designated as federal primary systems on existence of June 1, 1991 and although this redefinition may have a substantial change on other program areas the a fax of Outdoor Advertising Control varies from state to state and some states may have very few additional routes to control and others may have more. Is make sure to check the map that Mike was talking about on the web site for your states maps for the updated roots. Now that we have covered the map anyone briefly that affected Outdoor Advertising Control I will talk about junkyard control that was also revisited by the map anyone legislation. Prior to MAP-21 the states were responsible for demonstrating effective junkyard control on the interstate and primary systems under 23 USC 136 a. Section 1404 people of MAP-21 change the definition of what roadways are considered -- and it now includes any highway that is on the national highway system which includes the interstate highway system. And as we know the definition of that has been expanded to include more roots and as a result the states must now demonstrate effective control of junkyards on the national highway system rather than just the interstate which is a substantial difference.

In additionally section 1404 BEF map anyone had a fax on the percentage of federal-aid highway funds that could be decreased commonly referred to as a penalty for not demonstrating control for junkyards. Prior to that being enacted state federal highway funds could be reduced by 10% under 23 -- and MAP-21 legislation change the reduction percentage to 7% for the highway funds that would otherwise be apportioned to states under the US code if the state was not demonstrating effective control of junkyard. This reduction up rise to all control roots meaning that it applies to the national highway system as is currently defined which does include the interstate highway system.

On November 15, 2012 the director of real estate services hearing headquarters published a memorandum to provide information to the division professionals concerning MAP-21 in the pack this alleges elation had owned out door advertising control and junkyard control and Mrs. on the web site under FHWA a Outdoor Advertising Control under the documents heading and it is item 43 a. So those non-FHWA participants contact your division officer and they would be happy to get you a copy of this memo.

Looking ahead the office of real estate services realizes that MAP-21 has affected the way states oversee and administer -- we are planning on having some upcoming webinars that dwell deeper into these MAP-21 provisions and how they affected change these programs. The webinars will be discussing questions and answers that will be published soon and get depth with the program which we have time to do today during this webinar. Also the national alliance for Highway beautification agencies conferences coming up in April and that conference will be focused on the MAP-21 legislation and how it affects these two programs and I encourage you to try to attend and pass along this information as well.

And that is it for my portion of the presentation. If you have any questions or concerns at the end of the reload button are there will be contacted for a nation that Jane will be providing.

Thank you Don and next up we have Brooke Struve. Brooke are you one quick

Brooke are you on?

Brooke if you are talking you are mutated.

This is the operator if you're looking for somebody they did not dial in to the postcode and they would not have an open line right now.

Who are you looking for?

Brooke she is currently typing in the chat pod.

Brooke if you are on the line*zero for me.

Brooke your line should be open.

Thank you can you hear me now fax

Sorry about that thank you.

Well I am Brooke formerly of the Office of Infrastructure on the pre construction team but taking care of this presentation for my former office. Let me introduce some peak questions that I will be covering in the next few minutes. First of all what are the NHS standards? When are the NHS standards applicable to ask what design flexibilities are available to fix what are FHWA A's interest with design standards of design projects? And what actions can agencies take to verify their policies for projects on the comply with FHWA adopted design standards?

With MAP-21 adding all principal arterial roadways to the national highway system's questions have been raged about how standards for the NHS apply to those core doors. To begin let me emphasize that FHWA encourages agencies to use flexibility in their design process. Plan should be based on the context and aesthetics of the project and satisfying the needs of all users. This includes pedestrians -- and so forth. Agencies are in courage to use design processes which involve the public and stakeholders and design decisions to find a balance in achieving the communities objectives while preserving or enhancing the values of the community. Some of these considerations include the safety performance of the roadway that impacts are then if it's to -- another project costs.

There are many choices in the development of projects that are not governed by standards for the national highway system and remain at the discretion of the local highway agency for these include selecting whether to reconstruct or rehabilitate an existing facility, deciding which roadway to improve in the scope for this improvement. Setting targets or goals for performance such as travel time travel speed and crash rates selected features that will be included in the project such as the number of lanes whether they're exhilarating lanes sidewalks mediums bike lanes parking and whether or not have access control on the facility.

The selection of features to be included in a project and their design should be based on the specific context of the project for the design of those features should be based on the design standards for these features and each of those should be analyzed to fully understand the benefits or impact of those traces. Of those traces. FHWA has adopted design standards for the national highway systems in these apply to all highway construction provides jokes. Examples of NHS standards include the various types of standards and the standards for traffic control devices and standards for pedestrians.

The design standards that we have adopted are identified in title 23 The design standards that we have adopted are identified in title 2323 CFR 625 they are roadway geometry bridges and structures erosions and sediment control hydraulics traffic noise and materials. I provided a link there if you want to find the actual code online but it might be easier to just do a search for regulations.

For new in reconstruction projects the of workable standards are in the 2004 edition of the Green book. For three-year project states have the option to do their own standards and coordination with her division office. If the state does not have three are standards then they Green book is the applicable standard. Now note here that we are talking about an actual project. There is nothing in this standards as say we have to go back and fix an existing facility while it may be prudent if the facility has been adopted it does not mean that you have to immediately go and implement a project with the corridor.

The ash to green but provides different sets of standards and guidance for different applications from local rural roads to high-speed freeways. The Green book provides a range of acceptable values and FHWA encourages the use of this flexibility to achieve a design which suits the desires of the community while satisfying the purpose for the project and the needs of its users. It also provides guidance on how to select the appropriate dimension based on the facts of each location.

For example here we have a list of some of the designs criterion a range of values for which designers may select for their projects. You will notice the range of design speed is different whether you're in an urban or rural environment and you have a wide range of speeds that you can select from and those design speeds will affect other choices such as the length that you need for a site distance or the type of curves that you're placing on the corridor. We also have shoulder with shown for urban arterials and role arterials that are very similar the difference being that shoulders are not an absolute requirement but if you are placing a shoulder the 48 foot range is what is recommended.

For most situations there is sufficient flexibility within the range of accepted values to achieve a balance design however when this is not possible a variance from the standards may be considered to be appropriate. Design exception processes very but this step should include determining the cost impacts of of the criteria, develop into valuing the potential consequences and risks of alternatives that fell outside the values -- and reviewing documenting in approving the use of proposed design exceptions.

FHWA has identified 13 criteria which are defining care dressed except the NHS. Design exceptions for these 13 criteria must be of approved by FHWA. All other variances from the standards are at the discretion of the local agency and approved according to their own policies and procedures.

On those projects with the state DOT has assumed FHWA stewardship and oversight responsibilities the state DOT must evaluate the document design exceptions as if they were approved by FHWA. In instances where a project on the NHS does not use federal-aid Highway program funding the state DOT or local agency must review and approve exceptions in a manner consistent with the procedures. The state DOT has developed and FHWA has approved. The design exception procedures and design standards of state DOT's or local agencies will identify what information may be required for design exceptions subject FHWA approval. Well FHWA only requires the approval of design exceptions for the 13 criteria agencies are encouraged to develop and implement procedures to analyze evaluate document and approve all types of design variances.

The approval of any design exception for any project by FHWA is a federal action. Moreover they approval design exception is a federal action regardless of the source project funding or if the state DOT or local agency is approving the design exception on -- does not use federal funding the approval of the design exceptions may be the only action or decision that may involve the state DOT or FHWA on these projects. A federal action decision or course of action undertaken by FHWA or another federal agent the Emmys en vogue requirements to evaluate the implications of the project prior to taking any formal action or granting approval. The design exceptions by themselves do not result in a change of scope of a project or cause significant impact and therefore design exceptions typically meet the criteria to be a cat -- if the project is already undergoing a federal state or local or require review the project and environmental review of suppression to verify the design exceptions of no adverse impact.

The effective date of the legislation was a cobra first 2012 and therefore it affects any projects that are already in progress. If the project environmental decision was completed before this date then it may proceed as is. The environmental decision may be any applicable federal or state environmental finding determination are finding. If a federal or state review is not required for the project than the final project designed must have been completed prior to October 1 to proceed as is. All other projects must complied with NHS standards or receive approval for design exceptions and verify that they have no environmental in fact.

So in summary let me review if you keep these. The design standards apply to all projects on the NHS. We encourage flexibility when using standards to evaluate projects. Design exceptions are useful tool to achieve a balance of project needs the community values. State DOT or local authorities must evaluate up the document design exceptions. Approving design exceptions is a federal action which requires reviewing and documenting their potential environmental impacts and projects completed after October 1st, 2012 much comply with NHS standards.

There are many sources for additional information and you want to seek out the policies specific to your state. Your state DOT can provide information on the project development process design exception projects design manuals and you can also contact the FT able you date -- we have several FHWA web sites with additional information. Including more detailed questions and answers specific to NHS standards. I will also highlight the document mitigation strategies for design exceptions which is very usable and finally there are publications available through the American Association of State Highway -- and highway design. And that concludes my presentation.

Thank you very much [Indiscernible] we are going to move onto questions and there are been a few questions actually in the chat pod which we have tried to [ Indiscernible - low volume ]

I am going to just read them

One is from [ Indiscernible - low volume ] does it matter if any EFT P funding is used?

I am a little confused by this question but I think maybe the best way to answer it is to say that local roads are not eligible for federal aid generally. So even the service transportation program which is the broadest eligibility is only available to highways that are functionally classified above local roads and rural minor collector so even FTP will make local roads and eligible and as far as the NHS goes those are interstate and principal arterials and the only situation where a local road could be included is that that were added to the NHS as something like a an interval connector so if the interstate came to us and said we have this local road that connects to an important port or rail terminal and met the criteria would added to the system but at that point it would be considered an NHS road so it would basically need to meet all the requirements as well. I hope that answers the question. If there is a finer point please go ahead and send a follow-up to that.

Thank you. I just want to intrude Jack here for a minute my very able colleague Sharon has been here and she has been managing the chat pod so far so please thank her in your mind for us. The next question is how would the mileage of NHS be used to contribute federal funds after MAP-21. Will it be like [In discernable] when choosing funding?

This one is kind of easy because prior to MAP-21 federal-aid apportionments are made essentially mostly by formula and those formulas had different factors which included things like mileage. Map 21 change that and they are no longer made by formula so mileage is a longer of fact or in a formula because there are no formulas though the funding is distributed in a lump sum without any consideration to mileage. It is not the same as safety loop.

Thank you. The next one is can you please walk us through the difference between NHS the national end of third

Can they or should they all be the same and this is a question for Mike.

There are three separate networks and they are not the same. The NHS was enacted with the designation act and the roads were identified either state with federal highway concurrence. Now the national truck network is in the regulation under to the three CFR 625 I believe where it is a tabular listing of the roads and national chart network and they are different. The extent is different from the NHS. At that time before MAP-21 I believe NHS was around 160,000 miles or maybe 240,000 miles. Don't put me on that but they are two separate systems. The national truck network is a tabular listing in the regulation.

And a third network the national freight network is a new requirement under MAP-21 and I believe that the states have to go help FHWA a identify the new network and I think some of the roadways include NHS but it is a network that needs to be identified through a coordinator process and it is different from the NHS or just the national defect network that is under to the three -- but it also includes the national truck network to some extent.

That network is much smaller than the national highway system in the identification of those routes currently underway instead of in a preliminary stage and that is being led by the freight office which is in operations here at headquarters so if you have any specific passions on that they didn't notice but you should probably check with Ed for additional information on that.

Okay thank you. Brooke I hope you're on the line because this is a question for you. Where does the determination [In discernable] or the overall undertaking when there is no other federal action? A Mac I believe it is specific to the fact that it is an FHWA approval and so because it is an FHWA decision to approve the design exception it then requires to have need of documentation but if you are talking about a project that has no federal funding in all in it and it is on a locally owned NHS corridor that becomes the only decision that FHWA aid needs because it is our only decision on the project and so you do not have to do need but for the whole corridor it's neither specific to that decision to approve the design exception.

Thank you very much. Then next one is for Mike. For our state DNA chess maps provided are not consistent with the current NHS data [In discernable] why the discrepancy?

We make every effort to keep the official record current of course there are situations because we deal with 50 states that there may be discrepancies or issues. When you encounter these please coordinate with your state partner bids and let us know about the situations and we will review them. Upon review then we will update the maps.

Okay thank you. And another one for you might stay with us. FHA funds on a not stayed owned arterial [In discernable]

Advertising control.

The use of NHS funds on a non state arterial does that federalize for purposes of advertising control?

I am not sure how the funding comes into play but as far as it being on the national highway system it is designated on the national highway system and it is and should be controlled for outdoor advertising.

Okay. The next one [In discernable] that are not stayed highways specifically discern Mac -- [In discernable]

Brooke can you answer that one for us?

I think in most cases the local city or County or in PO is going to want to follow their states policies and procedures for design exceptions. There may be some are instant is where a city or in PO has developed their own procedures and policies and want to talk to FHWA about having that approval delegated to them and that is something that needs to be decided on a case-by-case basis that the division office and it comes down to they need to have the procedure and vice and if they have a good procedure in place then it is reasonable to have that delegated to them. Now in terms of removing it from the national highway system in different to someone else to answer that question for

Okay anybody here?

The requirements concerns the jurisdiction of the NHS road the only requirement we have is that it is a publicly owned road so it could be in the state jurisdiction the County jurisdiction or the city tourist action as long as it is owned by a public entity and of to public travel.

Are they also asking what should be initiated [In discernable]

We typically ask that the NPA coordinates with the state to submit any requests for changes or identify any discrepancies. But at times they are directly for our division office to federal highways and the headquarters and then will dispose stayed in at that time.

Our next question can there be major changes [In discernable] only minor changes being accepted?

Any type of changes can be submitted that we will need to review their requests and to see the impact on the national system in the state system but there are no regulatory boundaries on the types of modifications or changes that states can request.

If you're asking about a curry action to a technical matter in one of the maps those are pretty routine. Those should not be of a large size so if the question pertains to that kind of a change it is one matter. If it is a larger change -- is was in a possible arterial before then we would have to go through the procedures that we have established and again like Mike mentioned those aren't any three CFR 470.

We have one more question for Mike. In talking with partners in Indiana there is discussion about whining all three networks. Can you identify any reason not to do this?

Like I mentioned before you to my understanding they are three separate networks. I know for certain that the NHS and the national truck network prior to MAP-21 are separate networks. The national truck network is a separate listing in the regulations and the NHS of force is spatialized in our GIS and the freight network under map the one -- is in the process of identifying and coordinating with the affected parties and identifying the map anyone freight network.

Yes on that point the NHS is 208,000 miles. Map anyone established the national freight network to be added Of about 30,000, at least 27 with a little wiggle room built into it so if you're looking at a system of 230,000 miles that is supposed to be the highest Arctic or doors. If you're going to find a subset with braided is more or less going to align and it will be a subset of the larger NHS system so I mean if there is any discrepancy or any congruity is between those two systems they would probably be pretty small. So I think just by definition those two systems will align.

Okay I think that concludes the chat questions. Heather can we open up the lines for any questions people have on the phone?

Yes ladies and gentlemen if you wish to ask a question press*one on your phone at this time. You will hear a tone indicating that you've been placed in a queue in a voice prompt on your phone line will indicate when your line is been opened. Was again that*one if you have a question.

Will take our first question your line is open to go ahead.

The question earlier raised by John concerning the clarification. Are all possible arterials NHS do they pay to NHS or can you have the ball arterials in the future that are not NHS?

Yes you can have possible arterials that are not on NHS because the approval action is for possible arterial -- upgrades to principal arterials to get something added to the NHS and these are two separate actions. The only -- map anyone said all possible arterials before a sober first of last year are automatically added to the NHS provided they connect to NHS but after October 1 of 2012 just because a road gets upgraded to principal arterial does not mean it will get added to the NHS so the question is -- the answer is yes you can have a principal arterial not on the NHS.

Okay and one follow-up on that, can you delete sections run the NHS but still retain them as principal arterial or have them classified as possible arterial oil peak

If you can because it's two separate actions. The division office will review the functional class of occasion upgrade or downgrade but an NHS segment can be removed from the NHS but functional classification can remain the same.

Do we have more questions?

I do have another question on the phone line. Color your line is open.

Yes we do have a question on whether or not the facility that has not yet constructed can go ahead and be added to the NHS as a principal arterial prior to its construction been completing?

It can be added to the NHS if it is proposed. On our maps we have the dash red line and those represent proposed NHS roads not built yet.

But I do not see Helen and Bill road can be functionally classified as anything to be a principal arterial. If it is not built it all is what you're saying, right?

That is correct it is going to construction this summer.

Okay.

So are we better off waiting until it is constructed to add to the NHS?

I don't think there is any advantage to having it on the NHS prior to that. If you have a specific fashion related to that Spencer Stevens in the planning office would be best able to answer that but do you have a follow-up?

Actually the reason we are asking if because if that were designated as a part of the NHS that would make it eligible for NHS funds within the NPO.

We obviously have many segments on the NHS as proposed and the highways in that corridor if they are eligible for the NHS and find.

Okay thank you that is what we will do.

Once again ladies and gentlemen it*one if you have a question. Will take our next question your line is open.

Hi this is Tom. Will requirements such as outdoor advertising junkyard control, and even the design requirements of pride to intermodal connectors. Again someone mentioned earlier that some of these local streets are going into industrial areas. Will those requirements of pride to those connectors?

As far as Outdoor Advertising Control and junkyard control if they are on the interstate on the federal primary system as of June 1, 1991 are designated as part of the NHS, yes those controls will apply.

Including the intermodal connectors?

Yes if it is on the NHS, yes.

Okay.

This is Jane and have a couple more in the chat pod. If we can hold the phone questions for just a second. First is therefore local agency would like to remove a possible arterial from the NHS how would they go about removing it?

The local agent they should work through the state DOT to submit the request through our division office.

And showed our 2012 and he -- include the extended NHS.

Yes it should include the location of the NHS expanded NHS on your state network meeting the state use spatial network and if you can be expanded data requirements. We understand that the requirement came in late in the year but we will -- that is what we are working with the expanded NHS from now on Park

Okay back to the phone. Do we have more questions from callers?

I have no more phone questions at this point. That is*one if you want to ask a question.

Okay I put up the contact information. If you want you can also -- you will be able to access our recording of the webinar which will include all the signs in all this and her nation but if you want to take [In discernable] we will leave it up for a few minutes and our final segment is going to the evaluation which we will put up right now and if you would not mind filling out the evaluation and we will see if any more questions come in and go through those as well. The other thing I would like to tell you is the next session -- the session will be offered again on March 20 at 11 the session will be offered again on March 20 at 1130 Eastern time and we have posted it on the NHI calendar and we will be sending out announcements with the registration link tomorrow as to fund mentioned earlier.

Well you are doing the evaluation I would like to thank the folks that participated in this. This was in terms of organizing somewhat, but because we dealt with folks from a whole range of offices so I would like to thank Ralph Gillman from highway information office, might for my team, done from the Realty office, Brooke of course we will miss you here at headquarters. And then of course our team that helped us pull this webinar together. Thanks to all of you.

One last chance, anymore questions?

I do have a question on the phone line. Your line is open the go-ahead.

Hi some of the routes on the enhanced NHS are owned by local governments and my question is when they are making improvements that are not federally funded, what is the authority and what is a mechanism in place that would require them to go ahead and conform to the 2004 greenback, what is the means and ways to go ahead and ensure that to occur?

Brooke you still online?

Yes I am trying -- can you repeat it again?

Well I guess if it is not a federally funded project and it is owned by a local government on the principal arterial on the end announced NHS under what authority does the state or the federal government have to require them to conform to any specific design standards and what is a mechanism in place for such a review?

Well I guess the authority is 23 CSR -- for the national highway system. As far as a mechanism that becomes a little fuzzier. I do not know that I have a good answer for you on that one other than I would encourage divisions to -- if you know there is a local agency that has ownership of core doors to reach out to them and start building a bridge and having a conversation on how best to do that or maybe working with the state in figuring out if they have an approach that they want to try in developing that.

Thank you.

And I hate to do this to John but John was listed as a contact in Brooks old office. He may be the best person to talk to about that.

Do we have any other additional questions?

I have no further questions on the phone line.

Okay. Folks that are still on if you would fill out the evaluation that would be very help full. I think that is it for everyone here. I appreciate you participating with the webinar and maybe we will hear from you again at the next one. Thanks again.

Ladies and gentlemen that concludes our conference today. Thank you for your participation. You may now disconnect.

Updated: 02/27/2013
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