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 | TCSP-1999 Grant ProposalsAMATS Community Transportation Cooperative Program (CTCP) |
TRANSPORTATION, COMMUNITY AND SYSTEM
PRESERVATION
PILOT PROGRAM (TCSP)
GRANT REQUEST
| Type of Project Request: | Planning Grant |
| Project Name and Location: | AMATS Community Transportation Cooperative Program (CTCP), Municipality of Anchorage, Alaska |
| Organization: | Anchorage Metropolitan Area Transportation Study- (AMATS) |
| Key Contact: | Lance Wilber, AMATS Coordinator P.O. Box 196650907-343-4252 Anchorage, Alaska 99519-6650 907-343-4100 fax |
| Grant Request: | $250,000.00 |
Abstract
The Anchorage Metropolitan Area Transportation Study (AMATS) Community Transportation Cooperative Program is envisioned to create a contemporary and effective avenue of communication between local policy-makers, regulators and planners, and the community population. The proposed program will be designed to empower the public, including non-traditional participants, to re-build public trust in the planning authority, and to utilize an often under-valued source of knowledge—the people of the community. The requested planning grant will enable the AMATS to accomplish two things. First, the AMATS will be able to re-design its public involvement program by determining the most effective processes and technology to empower the public, to facilitate communication, and to motivate the community to engage in meaningful dialogue in land use and transportation issues. The new program will be applied to the AMATS metropolitan planning organization jurisdictional area encompassing both urban and rural communities with a population of 255,000 persons. Secondly, AMATS will apply the new program to a significant transportation planning project: Ship Creek Multimodal Transportation Plan. We believe that Ship Creek represents an excellent case study in controversial land use/transportation/community preservation issues. Ship Creek has both urban and statewide significance, as it is the most important multimodal hub in both the Municipality and the State. It also is located adjacent to the downtown Anchorage Central Business District. Populations affected by this project include the Alaska Railroad, the Port of Anchorage and Anchorage’s major trucking warehouse and consolidation district. The basin is a favorite recreational fishing destination and popular running and bicycling corridor. The area also has significant existing and potential tourism-related commercial operations. Finally, the Ship Creek basin separates a major, long-established residential community from the rest of the Anchorage community. Access to the residential area is limited to thoroughfares that pass through the Ship Creek industrial area. The Ship Creek project will serve as one measure to evaluate the newly designed public involvement process. Additionally, a series of elements, including objective and subjective points, will be used to measure the level of public involvement in the decision-making cycle and whether that level of involvement is appropriate and acceptable to the neighborhood, and to the community at large. The product will be a stand-alone program that the AMATS and the Municipality Planning Department can apply to future planning efforts for both land use and transportation issues
I. PROJECT DESCRIPTION
SUMMARY
Project Guiding Principles
Public involvement programs (PIPs) tend to be "experimental" every time they are invoked. The outcome is commonly an unknown. The structure and application of the typical public involvement program lacks a deliberate pursuit of positive outcomes. Public involvement therefore has often been seen as a liability in land use and transportation planning efforts. Bearing that in mind, we believe that public interface can actually result in public ownership and satisfaction in the planning process while relieving the planning agency of certain decision-making failures.
This proposal describes a cooperative program to meet both transportation planning and project public involvement needs in the Anchorage Municipality. We will use the following guiding principles to develop and apply revised public involvement process:
Similar principles were defined and used by the Alaska State Dept. of Transportation (ADOT&PF) when it revised its public involvement program (PIP) in 1996. We believe they serve as the fundamental guiding principles with which to develop a revised PIP for Anchorage, and to subsequently apply the PIP to a specific project, Ship Creek. We anticipate that additional guiding principles will emerge during the PIP revision process.
Geographic Scale and Scope
The AMATS Community Transportation Cooperative Program is a public involvement program that will be applied to transportation, land use and community preservation issues across the Anchorage Metropolitan planning area. AMATS has a jurisdictional area extending from Potter’s Marsh in southeast Anchorage to Eklutna, 30 miles to the northeast. The population of the planning area is approximately 255,000 persons. Total centerline road miles within the planning area is 1,750 miles. Additionally there are approximately 200 miles of trails and a transit ridership of over 3 million passengers per year within the AMATS planning area. See attached map.
Project Legacy
Because transportation is a major part of the infrastructure in Anchorage, and all communities for that matter, it seems wise to think about what this project could contribute to the greater good of the community. Improving the capacity and skills for agency interaction with the public appears to be the only resolve to effectively and constructively deal with public issues. Transportation is certainly a public issue, and often one full of debate and sometimes even hostilities. Because of the nature of this project, in that it encompasses the entire Metro area, we believe we need to augment the capabilities of the core staff responsible for this project with assistance from community members. We also recognize the need to ensure that this project strives for a high level of communication and collaboration. Toward this end we plan to build a cadre of meeting facilitators comprised of community members, and provide in-depth training and opportunities to them to assist the Transportation, Community and System Preservation Program (TCSP) project in their neighborhoods and organizations. These meeting facilitators will be the first members of the Anchorage Public Involvement Volunteers, which will become a network of individuals who can be called upon to assist with communications between citizens and government. We believe that facilitation skills are fundamental to developing leadership abilities---leading by asking. Additionally, about a quarter of these facilitators will be selected to receive mediation training, which is typically considered a more rigorous skill to develop. These individuals will be selected based on their commitment to the term of the project, their aptitude for being a mediator or a third-party neutral and their ability to expend the time required for the training and participation.
FUNDAMENTAL DESIGN
Premises
There are several premises about the use and usefulness of public involvement that this proposal strives to address in redesigning and evaluating the PIP:
Core Planning Group, Public Review Group, and the "Toolbox"
Both the PIP revision process and the Ship Creek planning project will use a core-planning group (CPG), which will consist of key stakeholders from both government and non-government organizations. We anticipate the CPG to have a higher level decision-making authority than the public review group (PRG). The CPG will most likely not be larger than 20 individuals; the PRG will be comprised of anyone who wants to participate with special encouragement given to non-traditional groups. We further anticipate that there will need to be working groups, and perhaps even task forces, as we uncover issues that are complicated and/or divisive. The key to handling these situations will be the "toolbox" that will be developed during the PIP revision process. This toolbox will then be used and refined (retooled) and used during Tier Two, the application part of this project, in order to deal more constructively with both process and substantive issues. Developing the toolbox includes building skills by training volunteers in facilitation and mediating, and by training the core-planning group on collaborative community planning.
The primary components or major steps are:
Mid-May – September 1999
1) Hire staff, and evaluation and survey consultants.
2) Define who the Core Planning Group (CPG) will include, ~20 members. At least three members will be from nontraditional interests.
3) Initiate foundational activities:
Develop newsletter and website
Activate phone "hotline"
Create database to track public comment and feedback
Contact and begin recruiting nontraditional stakeholders
Detail and conduct baselining activities (see Evaluation Plan)
Begin recruiting process for Public Involvement Volunteers
September 1999– January 2000
4) Conduct PIP revision process, integrating TCSP goals and objectives and systemic evaluation procedures. Additionally begin awareness building activities. Ideas about these activities follow this section.
5) Write and distribute the "Working PIP," which is the outcome or product from Tier One. This will include a section evaluating the process and techniques used.
December 1999 – March 2000
6) Apply the "Working PIP" to the Ship Creek project by conducting planning activities using the results of the Tier One efforts.
Define the CPG for Ship Creek
Initiate foundational activities for Ship Creek, similar to those used in Tier 1, but specific to Ship Creek
Conduct Tier 2: The Ship Creek Planning project7) Expected Outcome is a transportation planning document which again includes an evaluation and lessons learned on the public involvement process and techniques employed.
April 2000
8) Revise/refine the Working PIP based on the evaluation of Tier 2, the Ship Creek effort.
June 2000
9) AMATS will submit the final PIP to the Municipality of Anchorage for adoption as its new public involvement procedure, and will work to amend the Municipality’s operation agreement with the state.
Awareness Building Activities
We believe that some community-wide, awareness building activities need to be conducted in order to meet TCSP goals, especially how transportation decisions impact land use. Some of the activities being considering are:
1) Working with schools to engage both students and their parents in describing how they see transportation and development decisions affecting land use. This might be done through a variety of projects such as essays, art projects, a transportation "fair," and working with teachers to use the newly created 4-H sustainable development curriculum in their classrooms.
2) Conducting a media roundtable to better understand the types of community wide programs that they are interested in supporting and perhaps participating in, as members of the community. For instance, Is the print media interested in supporting an essay contest? What does "support" mean---advertising/ announcing, printing the top essays, providing prizes?
3) Facilitated neighborhood meetings to make access and involvement much easier for members of the general public.
4) Speakers Bureau to conduct presentation about what the planning efforts are, how to be involved, and provide general input and questions to the planning effort.
A TWO-TIERED APPROACH
The letter of intent submitted for the first round selection for the TCSP grant included a description of the Community Transportation Cooperative Program. The program, as stated in the LOI, will include two general phases or tiers of work. Tier One is to design and construct a new public involvement process. Tier Two is the application of the new process to a contemporary transportation and land use planning project. A systemic evaluation process will be integrated into both tiers.
Tier One
Tier One is a programmatic approach which will assess the current AMATS public involvement program (PIP) as a basis for re-designing and improving the PIP. Because of the Municipality’s size, this project has both community-wide and regional impacts. We believe an improved program will elevate our transportation planning efforts to a new level of public confidence. In addition to providing greater confidence in transportation planning, the divisions of the Municipality of Anchorage Community Planning Department, of which AMATS coordination is one, will be working together to use the revised PIP as a model for their planning and decision-making purposes. The proposed program is expected to have broad and positive impacts around the municipality for the foreseeable future.
One of the key elements of the revised public involvement procedure is the inclusion of cost and benefit information about various options in deliberations with non-governmental organizations (NGOs) and the general public. This proposed strategy is expected to provide individual members of the public and representatives of NGOs with better information to increase their ability to meaningfully participate and help shape the decisions about Anchorage transportation planning and implementation efforts.
The revised PIP will incorporate the following design elements:
A) Define the purpose of the PIP:
a) to inform, b) to hear the public before the decision, c) to allow public to influence the decision, or d) to be part of making the decision and therefore share in resolving disputes;
B) Determine who needs to be involved, using an inclusive not an exclusive model of participation. This also recognizes that for different issues/projects, there are different publics. Include non-traditional participation (partners). This is typically driven by the scope of a particular project;
C) Create a decision-making process that is understandable and where individuals can easily know how to participate in the process;
D) Generate alternatives and effective analysis of problems and issues, rather than creating an advocacy role for the MPO;
E) Utilize appropriate involvement techniques. This will mean building a toolbox that has a range of abilities from high-to-low tech; from one-on-one interactions to community-wide techniques; from a high degree of involvement, such as participating in the CPG, to a low degree of involvement;
F) Integrate a multi-faceted evaluation system throughout Tier One and Two.
Tier Two
Tier Two is the application of the new public involvement strategy created in Tier One to a contemporary transportation issue known locally as Ship Creek. Ship Creek is directly adjacent to the downtown Anchorage Central Business District, the Port of Anchorage, the Government Hill residential area, a military installation, and the Ship Creek drainage. Coordination of private and public stakeholders, and the industrial, commercial and residential neighborhoods will be paramount to the success of the planning and development effort. Regardless of the Ship Creek plan’s recommendations, it is expected to effect changes in mobility and land use for the Ship Creek basin with resulting implications for the entire city. Ship Creek contains all the characteristics of an ideal "prototype application" pursuant to the objectives of TCSP.
Both Tier One and Tier Two will include evaluation provisions on how the process has met the goals of TCSP through the use of simple and cost effective performance measures. This proposal to redesign/re-tailor the public involvement program comes at a time when concerns have been voiced over the effectiveness of the current public involvement process. The AMATS Unified Planning Work Program (UPWP) lists a review and update for the existing public involvement program during the upcoming calendar year. Spokespeople for some of the NGO’s, in particular environmental and neighborhood organizations, are hopeful that a new paradigm will be adopted to facilitate improved communications among local and state transportation agencies and themselves. These NGOs actively participated in the Alaska State Dept. of Transportation’s PIP revision, and their expectations are high.
This two-tiered proposal provides the opportunity for creating improvements to the municipality's public involvement policy in land use planning and transportation project development by revising and improving the public involvement process. It then provides the opportunity to apply the changes and further our ability to evaluate the redesign by testing and refining the public involvement process. The resulting program will meet both the stated goals of the TCSP, and to change the way in which the public and the NGOs participate in planning activities for transportation facilities.
The effort will provide a framework that improves relationships between government agencies and citizens. We believe this is important because improved relations will lead to improved communications resulting in better community decisions for future projects. For example, AMATS is currently reviewing proposals for substantial transportation changes for the entire east Anchorage area. We also believe this project can serve as a useful model in other communities as well. Because we are already able to envision the differences between the Ship Creek and the "east Anchorage" projects, we know that flexibility is required in the PIP process to meet the unique needs of any particular project.
Our goal is to develop an innovative system integrating many of these concepts for high quality results. The authors of this proposal have endeavored to provide as accurate a portrayal of the characteristics of the Community Transportation Cooperative Program as possible. Clearly, the program details will emerge as the program development proceeds. Many of the concepts described herein are standard in public involvement processes but have not been effectively employed in Anchorage.
II. PURPOSE AND CRITERIA
The proposed work effort is expected to improve existing relationships, and create more interactive relationships between the Municipality of Anchorage and the community, by working in partnership with many diverse NGO’s as well as the general public and other government agencies, such as the State Dept. of Transportation, the Alaska Railroad and the Anchorage International Airport. Primary goals consistent with the MOA Comprehensive Plan update and the TCSP are to improve the efficiency of existing and proposed community transportation systems; to improve environmental effects of access development; to preserve neighborhood community character and livability; to reduce the need for unnecessary, costly and ineffective infrastructure development; to enhance multimodal access to employment, service and trade centers; and to help promote private sector development patterns that are in harmony with these goals.
The proposed AMATS Community Transportation Cooperative Program will meet, at a minimum, the TCSP objectives described below:
IMPROVED EFFICIENCY OF THE TRANSPORTATION SYSTEM
Transportation system efficiency will be improved through the use of integrative and broad-based public participation. The challenge of the work effort will be to improve the accuracy by which we match community mobility needs and neighborhood environment preservation desires with known socio-economic trends, land uses and transportation alternatives (mode choice / preference). The public, as transportation consumers, will become more responsible for the design of system performance through a greater understanding of the alternatives and outcomes of their choices. The proposed program is expected to produce an improved and more effective approach by providing a state-of-the-art public and agency planning interface by jointly developing information to match transportation systems and land use policy with community needs.
REDUCTION IN TRANSPORTATION IMPACTS TO THE ENVIRONMENT
The work program will involve the public in the pursuit to reduce both natural and man-made environmental disruption through a strategy of performance-based and objective planning. Future facilities and programs can be designed to closely meet immediate and forecasted transportation needs, be constructed or implemented in a timely fashion, and be expected to promote efficient and effective mobility without significant environmental impact. Public enlightenment of the potential environmental impacts of their mode choices is expected to reduce unnecessary project impacts by limiting transportation development.
REDUCTION IN COSTLY INVESTMENTS FOR PUBLIC INFRASTRUCTURE
The need for fiscal restraint in the development of transportation facilities is consistent with the realities of limited available resources for capital projects as well as for facility maintenance. The proposed work program is expected to contribute to cost savings by its ability to consistently maintain established timelines and by providing a more highly tuned assessment of need for facility and program development. Facilities will be designed around a reflection of community and neighborhood desires as well as providing a more accurate fulfillment of transportation requirements. Anchorage transportation systems can be made more responsive to the public if the public can become more engaged in the planning of their neighborhoods and the greater community.
PROMOTE EFFICIENT ACCESS TO JOBS, SERVICES & CENTERS OF TRADE
Access and environmental concerns are the primary reason for transportation planning and development. Although the AMATS transportation model includes trip generations and distributions, the proposed public involvement program is expected aid planners in making a more detailed refinement of origins and destinations within subareas of the city. The information derived from the process can be used to implement a wider variety of mode choices for work based and non-work based trips. The essential objective is to match appropriate modes with preference.
EXAMINATION OF DEVELOPMENT PATTERNS, IDENTIFICATION OF STRATEGIES TO ENCOURAGE PRIVATE SECTOR DEVELOPMENT CONSISTENT WITH THE GOALS OF TCSP
Land use development and transportation are inseparable components of each community. The Municipality of Anchorage is charged with the responsibility of providing regulatory guidance for land development as well as providing transportation infrastructure appropriate to the demand for mobility and variable land uses as they occur. By providing a better relationship between government agencies and the public, decisions made about land use and transportation can be tailored to each specific situation. The proposed public involvement program will make a departure from traditional, one-size-fits-all programs by creating a framework using all available technologies and concepts while retaining built-in flexibility. The result is expected to promote a more cohesive community vision for land use development and transportation.
III. COORDINATION
The intended effort for the AMATS Community Transportation Cooperative Program (CTCP) will significantly enhance a review and update of the existing public involvement program. Ultimately, the CTCP will replace the existing AMATS PIP. Public involvement processes are coordinated between the Central Region of the Alaska Department of Transportation and Public Facilities (ADOT&PF) and the Municipality of Anchorage. The proposed work effort is consistent with the operating agreement as well as with applicable provisions of TEA 21. In its efforts to update the comprehensive plan, the city will be undertaking a public involvement component as it addresses alternatives to development. Tier One of this proposal will be created concurrently with the Comprehensive Plan update.
The work effort described above will be achieved through the joint effort of the MPO, ADOT&PF and Resource Solutions (a program at the University of Alaska Anchorage). The MPO will administer a memorandum of agreement with UAA – Resource Solutions for their participation in the program. ADOT&PF will participate in an advisory capacity and will sit on any core planning team created as a result of this program. The MPO will orchestrate and administer the grant and program development as well as ultimately approve and adopt the new working program. AMATS will act as the convenor, as a member of the core planning team, and as the organization with the authority to forward recommendations to the Municipal Assembly for approval.
Resource Solutions’ mission is to connect citizens with government in a more effective and constructive manner through a specialized approach to dispute resolution, along with constructive and proven public involvement techniques and collaborative processes. Resource Solutions will be the lead entity to develop the inclusive and participatory process to redesign the programmatic changes to the public involvement process. Resource Solutions will serve as the third-party neutral. As such they will be the lead to 1) gather baseline data; 2) to create the public involvement process to revise the PIP; 3) to apply the revised PIP to the Ship Creek project; 4) to facilitate and coordinate strategic planning and public meetings; and 5) to serve as the link between the project and the project evaluation consultant throughout the TCSP program. Additionally, Resource Solutions will integrate conflict resolution approaches to deal with existing and anticipated problems with the Ship Creek Multimodal Transportation Plan and future transportation and land use issues. The program is intended to be specifically tailored to the unique social, political, economic and natural environment of Anchorage.
If the program is deemed successful after a thorough evaluation is completed, the MPO will propose that the Municipality adopt the program for other planning activities. Additionally, the MPO will propose to adopt the program into its work program by amending its operating agreement with the State.
IV. PARTNERS
The existing public involvement program employed by AMATS, like most MPOs, is often impaired in two areas. First, the "public" often under-represents themselves at most levels of transportation planning. Commonly, public input is solicited at the outset of a plan preparation or during project selection but the interface is sporadic and usually does not include an effective feedback cycle other than the usual public meeting forum. We envision that improvement is needed in who is involved, when they are involved, and how the agency uses the results of public interface.
The other area of deficiency is the under-representation of non-traditional groups. One of the keys to successful public involvement is to continue asking: "Who else needs to be here?" We plan to ask that question throughout both Tier One (design) and Tier Two (application) of this project and will "institutionalize" a method to make that determination in all future planning and development practices. One strategy to include traditionally under-represented groups will be to work with organizations such as the Alaska Humanities Forum (AHF). The AHF is the primary organization for Leadership 2000-- a Pew Foundation two-year funded program providing members of minority groups an opportunity to gain skills and confidence to participate in civic leadership positions. Other groups will include the United Way which is a host and coordinator for many community, social programs; our local Welfare to Work program; large employers with a diverse workforce; Alaska Native organizations; the ecumenical community; ADA leaders; the medical community; historical preservation groups and others.
V. SCHEDULE
We anticipate the proposed work to last approximately one year, as coordination and facilitation of various public groups will be necessary for both the CTCP and Ship Creek Study components. The schedule also will be affected by the various reporting requirements under the grant.
We anticipate the project to commence in mid-May 1999. Please see Workplan in the Fundamental Design Section, Page 4.
May and June will be spent staffing up. July, August and September 1999 will be spent preparing both the PIP revision (Tier One), and preliminary work for the Ship Creek plan. It is highly likely that many of the in-depth interviews will be conducted during this timeframe, the first newsletter and website developed, and telephone hotline initiated. Articles which will appear in other organizations’ newsletters can be written and submitted.
Implementing the PIP revised process (Tier Two) is anticipated to begin in September of 1999 running until January 2000. When the PIP "working draft" is completed, the schedule for Ship Creek should be available for broad public review, comment and revision. Depending upon the conclusion of Tier Two, staff will initiate program evaluation.
The Ship Creek - PIP will target March 1, 2000 as its completion date. However, because of the enormous impact this project will have on the greater Anchorage area, we know we may need to be flexible with the end date. Both Tier One and Two are expected to be completed, and evaluation conducted by May 1, 2000.
VI. BUDGET AND RESOURCES
All participants of the project team have already committed staff time to the Community Transportation Cooperative Program. Some of that staff funding comes from non-federal sources. The TCSP grant will be used to temporarily supplement Resource Solutions staff and provide specialized consultant services and provide the resources to integrate the program into AMATS planning processes. The remaining expenditures will be for ADOT&PF and AMATS administration and participation in the work. Once the CTCP has been developed, AMATS and the Municipality will continue its use with other, non-federal funding sources.
Below is the proposed general budget for the CTCP. Figures are approximate.
| Proposed grant budget: | TCSP Funds | Other Fed. Funds | Non-fed |
|
|
| |
| Personnel: |
|
|
|
UAA Resource Solutions | 85,000 |
| 5,000 |
AMATS | 25,000 | 10,000 |
|
Alaska State Dept. of Transportation | 10,000 | 180,000* |
|
Municipality of Anchorage |
|
| 50,000 |
ARRC |
|
| 10,000* |
POA |
|
| 10,000* |
| Contract Services: |
|
|
|
| Community Transportation |
|
|
|
| Cooperative Program | 70,000 |
|
|
| Evaluation assistance | 30,000 |
|
|
| Travel: (2 trips to Wash D.C.) |
|
|
|
| 2 persons @ 2 days | 5,000 |
|
|
| Direct Costs: |
|
|
|
| advertising |
|
|
|
| Mtg expenses |
|
|
|
| Printing, phone, website |
|
|
|
| Postage, etc | 25,000 |
|
|
Totals | $250,000 | $190,000 | $75,000 |
* Tier Two - Ship Creek Multimodal Transportation Plan
VII. PROJECT EVALUATION PLAN
Evaluation Summary
The primary components of the AMATS Community Transportation Cooperative Program evaluation plan are:
1) To develop baseline information—on both process and substantive issues;
2) To make information gathered available, easily accessible and understandable;
3) To deliberately incorporate desired outcomes of the TCSP program into discussions, educational/awareness building events, and decision-making factors;
4) To develop input mechanisms and levels of involvement to meet a wide range of public interest;
5) To integrate systemic evaluation mechanisms into the project.
Baseline Information
The current public involvement process will be evaluated and baseline information developed by:
1) Conducting in-depth interviews with key participants. This includes transportation officials in the Anchorage area that work with the public from the Municipality, State ADOT&PF, Alaska Railroad and Port Authorities, and those in areas adjacent to the Anchorage Bowl. Interviews will also be conducted with stakeholders such as the Alaska Citizens Transportation Coalition (an environmental organization), Chamber of Commerce, disabled interest representatives, low income (Welfare to WorKB) representatives, representative groups from the areas largest employers, and representatives of the 16 foreign language populations identified through the Anchorage 2020 effort, the Alaska Truckers Association, and others.
2) Reviewing existing information, public comments and reports. Two very current sources of information exist. One source is the ADOT&PF’s review and revision of its PIP. Although this was a statewide revision, we would only be interested in reviewing the information pertaining to the Anchorage area. The other source is from the Municipality’s comprehensive planning effort, Anchorage 2020. A draft Goals and Objectives report was distributed in December 1998. One of the broad objectives of the Comprehensive Plan is the same as the TCSP program---to directly link transportation with land use, as well as other community goals. Anchorage 2020 provides a fundamental basis for us to accomplish this goal.
We also anticipate reviewing documents and other information pertaining to previous planning efforts to determine the level and effectiveness of public involvement and the outcome of that effort. There are a number of outcomes we expect from these two baselining efforts:
Another baselining effort we plan to conduct is a general telephone survey to gauge the level of awareness the general public has about the impact of transportation decisions on land use.
We believe this information is critical if the goals and objectives for both TCSP and the Municipality of Anchorage’s comprehensive planning effort: Anchorage 2020, are to be realized.
Systemic Evaluation Techniques
The following are the primary evaluation techniques the AMATS Community Transportation Cooperative Program plans to incorporate. Some of them have been deliberately constructed to address the four premises outlines in the Premises Section Page 3.
provide the evaluator a means to gain the type of information deemed useful. We will want to know such things as: Where was the meeting held? What was the purpose of the meeting? Was the purpose achieved; how do you know? What problems/hurdles did you encounter? How were those handled? Could something have been done prior to the meeting to prevent or prepare you for these problems? Who and how many attended the meeting? Were you surprised by who was or wasn’t there?
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