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Program Overview
Effective Practices
Every Day Counts
Training & Workshops
PEL Legislation, Regulations and Guidance
This U.S. Department of Transportation (USDOT) Federal Highway Administration (FHWA) report was prepared with assistance from the USDOT John A. Volpe National Transportation Systems Center (Volpe Center). The project team included Michael Culp of FHWA's Office of Project Development and Environmental Review; Sharlene Reed of FHWA's Office of Planning; Anna Biton, Gina Barberio, and Rachael Barolsky of the Volpe Center's Transportation Policy, Planning and Organizational Excellence Division; and Gina Filosa of Cambridge Systematics.
The project team wishes to thank the numerous individuals from State DOTs, MPOs, and resource agencies who graciously offered their time, knowledge, and assistance in the development of this report.
This research has been funded by the FHWA's Office of Planning, Environment and Realty's Surface Transportation Environment and Planning Cooperative Research Program (STEP).
Transportation agencies use a variety of metrics to document progress toward achieving specific goals and objectives. This guide, developed by Federal Highway Administration's (FHWA) Planning and Environmental Linkages (PEL) program, is intended to help State Departments of Transportation (DOTs), metropolitan planning organizations (MPOs), and local transportation agencies develop individual programs to measure success toward linking transportation planning and environmental analysis. This guide provides a framework for establishing measures that transportation agencies can utilize to develop their own measurement programs. To illustrate implementation of the framework, it provides an overall goal of linking transportation planning and environmental analysis, four sample objectives, and an array of example metrics to track progress toward achieving these goals and objectives.
Linking transportation planning and environmental analysis requires an integrated and collaborative approach to transportation decisionmaking. Such an approach promotes the consideration of environmental, community, and economic goals early in the transportation planning process, and supports carrying those considerations through project development, design, construction, and maintenance. Figure 1 depicts some of the activities and people that can support the incorporation of environmental considerations throughout the transportation decisionmaking process.
Figure 1: Integrated approach to transportation decisionmaking
An integrated approach to transportation planning also recognizes the continuing need to link short and long-range transportation planning and corridor level planning conducted by State and local governments to the planning processes performed by environmental protection, historic preservation, resource conservation, and land use management agencies. Such an approach to transportation planning enables planners and the public to consider the costs and benefits of decisions in a comprehensive manner. This provides the opportunity to address complex social, economic and environmental challenges early in the planning process, as well as avoid and minimize impacts on natural and human resources.
These linkages also support the unification of the transportation planning process with the National Environmental Policy Act (NEPA) environmental review process. Such an approach encourages that the data and analysis used to prepare transportation plans and the subsequent results of the planning process feed into the NEPA process. Incorporating and relying on planning products to support NEPA analysis and documentation creates a cohesive flow between the two processes, and minimizes the duplication of work and resulting delays in project development. Similarly, the NEPA process should establish a feedback loop to provide baseline information developed for individual projects to assist the planning process in identifying potential additional long and short range impacts of transportation programs and projects.
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The use of performance-based measures by transportation agencies is a growing trend that is expected to continue. While most of the traditional measures used by transportation agencies focus on system conditions or operations (such as accessibility, mobility, safety, and operational efficiency), there has been little application to tracking the successes of integrated planning and environmental stewardship efforts. Such successes can be difficult to quantify and measure, as they often relate to planning process changes and coordination efforts whose results may not be immediately obvious.
Establishing metrics related to integrated planning and environmental stewardship will allow transportation agencies to demonstrate to the public, internal leadership, and external partners — including resource and regulatory agencies — that they are committed to monitoring their progress in integrating environmental considerations throughout the transportation decisionmaking process. Metrics will help agencies that are taking steps to integrate transportation planning and environmental analysis to determine whether those activities are meeting their intended objectives. Metrics will also help agencies utilize impartial data to identify challenges or obstacles to achieving the identified goals, and identify potential needs for changes in policy or implementation approach.
This guide provides a starting point to help agencies create their own metrics related to progress in linking transportation planning and environmental analysis. The framework for developing metrics includes four primary tasks that are depicted in Figure 2: 1) Define specific program goals and objectives; 2) Develop a set of metrics to demonstrate results towards reaching the defined goals and objectives; 3) Assess baseline and develop targets; and 4) Measure and report results.
Figure 2: Suggested framework for creating measures
Step 1: Define program goals and objectives
The primary purpose of a metric is to track progress toward defined goals and objectives. To begin, an agency needs to determine its overall goal for linking transportation planning and environmental analysis, and outline objectives related to the attainment of the goal. A goal is a general statement of what the program hopes to accomplish. An objective is a specific, measurable condition that must be attained in order to accomplish the program goal.
Effective measuring requires clearly defined goals and objectives that cover the breadth of the transportation program or activities. If the objectives provide only partial coverage of the related program, it is likely that monitoring will likewise be incomplete in its reporting of important impacts.
In order to illustrate how the framework outlined in Figure 2 can be applied to measuring successes in linking transportation planning and environmental analysis, this guidebook identifies an overall goal for linking transportation planning and environmental analysis, as well as four sample objectives to achieve the goal. The sample objectives included in the guide are intended as a starting point to help transportation agencies define their own agency-specific objectives. Each agency will need to determine the appropriate objectives to meet its particular planning and project development processes and needs.
The program objectives included in this guide are supported by various implementation activities that are discussed in detail throughout. Setting targets for the outcomes of various implementation activities is discussed in Step 3.
Goal: Create a seamless transportation decisionmaking process that minimizes duplication of effort, promotes environmental stewardship, and reduces delay from planning through project implementation.
An integrated approach to transportation planning requires coordination between the transportation planning and environmental review departments, as well as coordination among transportation, land-use and resource agencies. Because multiple stakeholders will play a role in achieving the goals and objectives, it is essential that they are developed through a cooperative effort among all stakeholders.
Step 2: Develop a set of metrics to demonstrate results toward reaching the defined goals and objectives
Once an agency has established its goals and objectives, the next step is to develop metrics to measure its progress toward attaining those objectives. Agencies can use a mix of output and outcome measures to gauge their progress toward linking transportation planning and environmental analysis.
Output measures track the products delivered or activities performed by a program or agency.
Outcome measures reflect the intended result(s) or impact(s) of the outputs on the agency's goals or objectives.
Output measures are typically easier to monitor and are often under more direct control of agency actions, whereas outcome measures are typically broader and more likely to be affected by the actions of others. Because many aspects of linking transportation planning and the environmental analysis are outside the direct control of a transportation agency, it is important to utilize various types of measures related to both outputs and outcomes. In situations where the final results are beyond the single control of the transportation agency, the agency can use the output measures to at least evaluate its own processes and actions toward achieving the broader goals.
The following characteristics should be considered when selecting measures:
Since one measure will not satisfy all desired criteria, a mix of measures is needed. Each measure must satisfy different criteria and be appropriate for different purposes.
It is important to note that measuring progress and successes toward linking transportation planning and environmental analysis differs from the typical performance measurement traditionally used by transportation agencies, such as those related to system operations. For example, linking transportation planning and environmental process activities may focus more on building relationships between agencies or incorporating diverse data sets, the outcomes of which may not be immediately obvious. Effective measuring requires a combination of both quantitative and qualitative indicators, in order to account for the impacts of coordination and process improvements.
This guide includes suggested metrics for both output and outcome measures, as well as a mix of quantitative and qualitative measures, for each of the four sample objectives. As depicted in Figure 3 the measures link directly to the objectives and overarching goal. The output measures are tied directly to the activities an agency implements in order to achieve its objective (e.g. the number of staff trained). The outcome measures relate to the results that those implementation activities are intended to achieve (e.g. increased knowledge of the planning process).
It is important to note that the examples included in this guide do not represent an exhaustive list of appropriate applicable measures. Furthermore, not all of the measures featured will be relevant to all agencies or to all contexts (e.g., metropolitan, statewide, long-range, or corridor planning, transportation improvement program (TIP) development, or project development). As agencies develop their specific goals and objectives for linking transportation planning and environmental analysis, they are encouraged to use the samples provided in this guide as a base from which to refine and expand upon to meet their own needs.
Step 3: Assess baseline and develop targets
Targets create a vision for what an agency would like to achieve in the future, and are used to evaluate results achieved compared to the results desired. Targets are essential to measuring success, as they provide the context and the meaning to a measure. For example, simply measuring the number or percentage of projects meeting certain criteria is not meaningful in itself. An agency must first determine the target number or percentage of projects that they hope to achieve. An agency should create realistic targets that are based on planned actions.
There are a variety of ways to set targets. One option is for targets to be time bound (e.g., conduct X number of trainings by Y time). Another option is to base targets on a specific percentage achieved (e.g., increase participation in interagency meetings by X percentage).
In order to measure progress and success in meeting its targets, an agency must understand its baseline condition. From this assessment of current conditions compared with desired end results, the agency can develop a plan of action and track progress over time. The baseline condition can be determined in a variety of ways, including using historically collected data and conducting baseline surveys.
Because appropriate targets depend so much on context and agency needs and priorities, this guide does not provide example targets. Instead, the guide provides tips and suggestions for agencies to consider when developing targets associated with each of the outlined objectives. The measures suggested in this guide are also intended to be customized based on an agency's specific targets. As a result, the measures are general enough that they can be tailored to meet the targets and needs of the agency. For example, where a measure may suggest using a number or percentage, it is the agency's responsibility to first determine the desired number or percentage to use as its target.
Step 4: Measure and report results
Once an agency defines its targets, it must identify the data to collect to evaluate results for comparison to the target. Agencies should examine the types of data currently collected internally, as well as the data collected by partner agencies, to avoid duplicating data collection efforts. It is unlikely that all of the data needed to evaluate results will be available. In such instances, an agency can prioritize its data needs, and over time can begin collecting the relevant information.
Agencies should measure progress throughout the transportation planning and project development process, and use the results to facilitate internal communication and discussion about what is currently working and where improvements are needed. The data collected as part of the measurement program are not meant to single out any individual in the agency. Quite the contrary - the data provide a framework for an impartial and constructive decision-making process aimed at improving the agency's program. The data can be used to help identify work programs or resource allocations that need to be adjusted, and to determine the appropriate policy or implementation activities to address those needs.
For example, an agency may decide to conduct staff trainings in order to increase staff's knowledge in a given topic. The agency sets as a target a percentage of staff to train over the next year. This number can then be tracked as an output measure. The corresponding outcome measure could be that staff demonstrate a greater understanding in that topic area. At the end of the reporting period, the agency could review the results and decide that the trainings have been effective at achieving the desired outcome and therefore the target should remain the same. Conversely, the agency may determine that despite meeting its target for the number of staff members trained, the outcomes are not improving and, therefore, it should increase its training target for the coming period, or perhaps it is time to consider an alternate approach to achieving the intended outcome. In either case, the output measure provides an impartial value that can be used to evaluate an agency's progress in meeting its own objectives and assessing the best approach for planning future activities.
This guide is intended to assist transportation agencies in determining how to evaluate progress and success toward linking transportation planning and environmental analysis. The remainder of this guide is organized around the four sample objectives that were highlighted earlier. Each section can be used on its own or in conjunction with the other sections. It should be noted that State DOTs and MPOs are not required to adopt or use any of the goals, objectives, and measures listed in this guide. This guide provides suggestions and tools as a resource to agencies that are interested in exploring and initiating performance measurement of their linkage activities, but it does not make judgments about the effectiveness of any of the individual activities.
Each section is structured under the following subheadings:
Foster the early and continuous involvement of regulatory and resource agencies in the transportation planning process.
While natural and historic resource agencies are intricately involved with transportation project development and environmental review processes, historically they have had limited participation in transportation planning. Current transportation planning regulations, however, require transportation agencies to consult with resource agencies during the development of long-range plans (see 23 CFR 450).
Involving resource agencies early and on a continuous basis during the transportation planning process has the potential to enhance the protection of natural and cultural resources and streamline the project development process. Collaboration among experts in transportation and conservation agencies is essential to effectively utilize available data and tools. By obtaining input from resource and regulatory agencies early in the planning process, transportation planners can better identify potential environmental concerns before detailed project development begins. This will avoid and minimize impacts on natural resources and enables effective environmental stewardship. In addition, facilitating interagency participation and coordination early in the planning process can reduce the potential for conflict and minimize delays that result when environmental issues are not uncovered prior to project implementation.
While the benefits of early involvement abound, resource and transportation agencies face challenges in fulfilling this objective. Involving regulatory and resource agencies in the transportation planning process may require a significant change in the way these organizations currently interact with transportation agencies. While such agencies are familiar with the project development and environmental review processes, many lack the necessary knowledge of the transportation planning process that precedes this work. Furthermore, providing input into transportation planning will often require more staff time during the planning stages; however, numerous demands on resource agency staff limit their ability to participate in activities beyond fulfilling their procedural responsibilities. Finally, resource agencies do not have reciprocal consultation requirements for transportation planning. Transportation agencies should recognize these challenges and identify ways to support stakeholder involvement throughout the process.
Transportation agencies should consider the following key elements when developing strategies that will include statewide partners in transportation decisionmaking.
Identify appropriate stakeholders — Identify which regulatory, and resource agencies to involve in the transportation planning process. In order to facilitate interagency coordination, agencies may choose to form an interagency working group. When such a group is formed, it is important to ensure that those involved represent a proper mix of expertise, including natural, cultural, and historic resource agencies at the Federal, Tribal, State, regional, and local levels. It is also important to include staff that have both the necessary technical knowledge of the key issues as well as the authority to make decisions for their agency.
It may be effective to invite certain non-governmental organizations (NGOs) to be involved with the process as well, as they sometimes have the most detailed information about conservation needs in the region or particular resources. This option is worth exploring, but should be considered carefully, so as not to appear to show a bias toward one organization or another. Expectations for involvement in the process should be made clear from the beginning.
Determine effective communication techniques — Develop a robust outreach plan to engage regulatory and resource agencies in the transportation planning process. Written invitations requesting participation can often be overlooked. In contrast, personal and direct communication, such as a telephone call or meeting, provides for more meaningful interaction between the stakeholders and improves the likelihood that resource and regulatory agencies will participate in the planning process.
Determine and communicate desired level of involvement from stakeholder agencies in transportation planning process — Develop a shared vision of how agencies will be involved in the transportation decisionmaking process in order to set a standard for measuring interagency coordination. This includes identifying the appropriate times during transportation planning when environmental, regulatory, and resource agencies will be included, as well as identifying effective communication mechanisms for various agencies. Creating formal interagency agreements, such as Memoranda of Understanding (MOUs) and Memoranda of Agreement (MOAs) can help agencies to define roles and responsibilities. A formal agreement can also help to identify specific benchmarks in the transportation decisionmaking process when resource and regulatory agency participation is most needed. It is essential that stakeholders be present and involved in developing these benchmarks.
It is equally as important to explain to stakeholders early-on the intent to use planning level information as the foundation for when the project development/NEPA process begins. Understanding how their involvement in planning can impact project outcomes will provide additional incentives for resource and regulatory agencies to participate in the transportation planning process.
Determine level of understanding of agency planning processes — Each agency is familiar with its own planning process, but may not be familiar with the types of data and planning products produced by other agencies. Effective collaboration among resource and transportation agencies requires that each understand the other's language, processes, and goals. In order to enhance understanding, agencies can conduct cross-trainings or host interagency forums. Creating a flow chart of the timelines for decision-making and the associated parties involved for each planning process may be helpful.
Determine funding and staffing needs — Determine the level of funding and staff time needed to ensure meaningful involvement in transportation planning. Numerous demands on resource agency staff will limit their ability to participate in transportation planning. If insufficient staff or financial resources present a barrier to participation in transportation planning, transportation agencies may consider using Federal-aid project funds to support transportation planning activities, including dedicated staffing at resource and regulatory agencies (see 23 U.S.C 139(j)).
Establishing metrics can help agencies understand the extent to which alternative activities are successfully leading to the increased involvement of environmental agencies in the transportation planning process. The following table provides examples of output and outcome measures that an agency can use to track its progress toward meeting the objective, as well as possible data sources for the measures. As was discussed earlier in this guide, for each measure an agency would establish targets based on its needs and priorities. The agency would evaluate results achieved compared to the targets it established for itself.
1.1 The Massachusetts Highway Department (MassHighway) tracks performance measures related to streamlining project delivery. One of the agency's project delivery performance measures is adherence to a time and budget schedule. As a data source for this measure, MassHighway tracks the causes and frequency of both internal and external construction time extensions, which provides information to identify the most common causes of delays.
1.2 The Florida DOT uses annual surveys to assess the Efficient Transportation Decision Making (ETDM) program, a streamlined process for planning transportation projects, conducting environmental reviews, and developing and permitting projects. The surveys, which are distributed to agencies involved in the ETDM process, are used to assess the performance of the ETDM process itself as well as the performance of the agencies.
1.3 To assess customer involvement in transportation decisionmaking, the MoDOT conducts an annual telephone survey of a representative statewide sample of 800 citizens. Each year, customers are asked a variety of questions regarding DOT activities. They are also asked to rate MoDOT on a scale of 1 to 10. By asking the same questions each year, MoDOT is able to track trends. In areas where customers were dissatisfied, improvement needs were identified and targeted.
Incorporate natural and cultural considerations into the transportation planning process and development of the transportation improvement program (TIP) in order to achieve community goals and avoid adversely impacting priority resources.
Transportation, land use, and environmental resource planning are typically undertaken separately and by different agencies. This separation makes it difficult to understand the connections among the various systems and how changes in one system may affect another. An integrated approach to transportation planning recognizes that transportation is but one part of a larger system that includes ecological, economic development, and community goals. When agencies develop transportation plans, including long-range, TIP and corridor, with input from other agencies, they are better able to develop programs and projects that meet the goals and objectives that regions set for their social and physical development.
The successful integration of transportation planning with land use, natural, and cultural resource system planning relies upon the sharing of data, information, and expertise among resource and transportation agencies. Information sharing among these agencies helps to ensure that all participants are working from the same basic starting point and can reduce the likelihood that earlier decisions will be reopened once project development activities have begun. It also allows for early preparation to consider comprehensive mitigation needs. While resource considerations can be integrated at any stage of the transportation process, it is best to compare plans and data early in the process since it enables transportation agencies to flag potential problems before narrowing potential alternative transportation solutions. Waiting to identify and address inconsistent or incompatible goals and priorities among transportation and resource agencies is one of the main reasons for conflict and delay in program/project development.
It is important for an agency to develop a system for analyzing natural, social and cultural resource issues during the planning process. Data support tools such as geographic information systems (GIS) provide one way to incorporate environmental information with transportation planning needs. Natural and cultural resource data layers, such as the location of wetlands and rare wildlife habitats, can be overlaid with existing and planned transportation networks to identify areas of potential concern. This analysis, coupled with expert input from resource agencies, provides the opportunity to avoid and minimize impacts on natural resources and enables effective environmental stewardship.
While geospatial data can provide a valuable tool to analyze the resource impacts of transportation plans, obtaining and incorporating such data can pose several challenges. First, transportation agencies may not be aware of the existing and available data (internally and from other agencies). In addition, it can be challenging to obtain accurate, comprehensive, and consistent data sets from other agencies, and maintaining regular updates can be difficult. In contrast, transportation agencies may have a plethora of data, but have difficulty identifying which elements are actually relevant to the task at hand. Because more information is not necessarily better if it does not address the most important issues, it is in the agency's interest to carefully plan how it allocates time and resources to data gathering.
Transportation agencies should consider the following key elements when developing strategies on how to include environmental considerations early in transportation planning and TIP development.
Identify key land use, natural, and cultural resource issues — Identify and understand the key issues that are most important to consider early in the planning process. To begin, consider natural environmental issues such as wetlands, wildlife, cultural resources, and sensitive habitats, as well as human issues such as access needs, important community centers and attractions, and key travel corridors. To the extent possible, understanding the unique context and history of the planning area will lead to a planning and project development process that better serves the needs of all involved.
Identify data and information sources — Identify the data and information sources that will be necessary to appropriately address key human and natural environmental issues. The planning process involves compilation and analysis of a broad range of environmental, historic, archeological, cultural, and social data. Consider the following questions:
Consider transportation system flexibility — Consider existing and future flexibility in project identification and selection. A project that seems to meet some needs related to capacity or access may present other concerns to the community or sensitive resources. Consider the following questions:
Develop criteria for project selection and prioritization — Consider developing formal conservation and environmental criteria to use when selecting and prioritizing projects during the planning and TIP processes. Using defined criteria to prioritize projects can assist agencies in identifying and addressing environmental concerns, as well as systematically evaluating necessary trade-offs associated with project-related decisions. It might be useful to utilize GIS in screening or evaluating the projects based on the criteria in order to better understand issues and potential impacts.
Consider ability to screen unreasonable alternatives — Information and data collected during the planning process can be used to determine the appropriate range of alternatives to evaluate during the NEPA process. During the planning process, it may be possible to narrow some alternatives based on the environmental data analysis and project evaluation screening. In this case, it is very important to thoroughly document the decisions and reasons to ensure they can be passed along to the NEPA process and key evaluations are not duplicated. Alternatives that were subjected to agency and public review and subsequently determined to be infeasible can be omitted from the detailed analysis of alternatives in the NEPA document, as long as the rationale for elimination is explained in the NEPA document.
Establishing metrics can help agencies understand the extent to which important environmental considerations are incorporated into the transportation planning and project development process. The following table provides examples of output and outcome measures that an agency can use to track its progress toward meeting the objective. As was discussed earlier in this guide, for each measure an agency would establish targets based on its needs and priorities. The agency would evaluate results achieved compared to the targets it established for itself.
2.1 The Oregon Collaborative Environmental and Transportation Agreement for Streamlining (CETAS) Work Plan for 2006-2008 included an element for all participating agencies on the CETAS Team to provide support in merging natural and cultural resource data, including GIS and GPS, into a single cohesive, accessible database. This high-priority database will provide integrated natural and cultural resource spatial data relevant to transportation-related decisionmaking.
2.2 To recognize transportation project designs that incorporate a high level of environmental sustainability, New York State DOT (NYSDOT) is implementing "GreenLITES (Leadership In Transportation and Environmental Sustainability)," a project rating program. GreenLITES is a self-certification program that distinguishes transportation projects and operations based on the extent to which they incorporate sustainable choices. This is primarily an internal management program for NYSDOT to measure its performance, recognize good practices, and identify where it needs to improve. The program also provides the agency with a way to demonstrate to the public how it is advancing sustainable practices. NYSDOT project designs and operations are evaluated for sustainable practices and, based on the total credits received, an appropriate certification level is assigned. The rating system recognizes varying certification levels, with the highest level going to designs and operational groups that clearly advance the state of sustainable transportation solutions.
2.3 The Missouri DOT (MoDOT) tracks projects that have identified activity in the vicinity of a known threatened or endangered species or critical habitat. This information, which is updated quarterly, does not include most MoDOT projects, as it only counts projects that protect or restore sensitive habitats that could not be avoided. This measure does not count projects that avoid sensitive habitats.
2.4 To identify whether natural and cultural resources were enhanced, left whole, or reduced, the New Mexico State Highway Transportation Department's engineering and environmental staff evaluate each project for which an EIS, EA, or complex categorical exclusion is prepared. A ranking is applied based on a scale of 1 to 3.
2.5 The Virginia Department of Transportation (VDOT) is committed to creating better connections between land use and transportation planning. As a measure of performance, VDOT tracks trends on the acreage of land preserved statewide.
Identify preliminary regional environmental mitigation needs as part of the planning process, thereby providing opportunities to develop more effective environmental mitigation measures.
The goals of transportation and environmental agencies can conflict when the transportation planning process identifies transportation system needs that would build in or near potentially sensitive areas. Traditionally, most mitigation has been based at the project level; however, the transportation planning regulations (23 CFR 450) extend the mitigation requirement into planning. By considering the cumulative impacts of the proposed transportation system during the planning process, agencies can consider mitigation activities on a broader scale than individual projects may allow. This offers agencies the opportunity to identify activities that have the greatest potential to protect, restore, and enhance the environmental factors affected by the plan.
The Council on Environmental Quality (CEQ) regulations (40 CFR 1508.20) defines mitigation as:
Incorporating environmental considerations into the transportation planning process through data analysis or interagency coordination enables agencies to identify potential sites for mitigation activities. In some instances, however, the agency leading the planning process, such as an MPO, is rarely involved in project development, where the mitigation projects are implemented. Therefore, coordination between planning agencies and those in charge of executing projects is critical to ensure that agencies understand their roles in defining and implementing effective mitigation.
When developing regional mitigation strategies, transportation agencies should:
Identify appropriate data and information sources — Identify the data and information sources that are necessary to appropriately identify priority habitats, potential areas of concern, and potential conservation sites. Sources of information that may be relevant include conservation maps, cultural and historic inventories, wildlife action plans, land use plans, and watershed plans.
Seek resource agency participation in identifying potential environmental impacts and mitigation options — Consider which agencies and staff are most appropriate to participate in mitigation discussions. For example, invite agencies that regulate priority resources in the study area and staff who are knowledgeable about the study area. Conduct regular meetings or form an interagency workgroup to analyze data and discuss options. Be sure that the different agencies have a consistent understanding of general mitigation definitions and needs. Also consider how each agency conducts its own planning process, and try to coordinate activities to improve process efficiency and effectiveness.
Consider coordination needs between MPO/Regional Planning Organizations and state-level activities — MPOs focus on long-range planning, while other agencies implement the plans on a project level. It is critical that the discussions and analyses regarding mitigation are provided to implementing agencies through plans and background materials. If this information is not provided to agencies, they risk losing the foundation that was built during the planning process. State DOTs can help bring resource agency contacts into discussions with MPOs. In addition, State DOTs or statewide data clearinghouses have access to a wealth of data and GIS resources.
Consider opportunities for multi-project mitigation — Multi-project mitigation involves using a single, typically large, off-site mitigation effort to serve as compensation for impacts resulting from multiple transportation projects.a This form of mitigation can offer unique opportunities to more effectively consolidate, manage, and protect resources while maintaining more workable alternatives for transportation and development.b Common approaches include mitigation banking, conservation banking, in-lieu-fee mitigation, and ecosystem based mitigation.
Establishing metrics can help agencies understand the extent to which alternative activities are successfully leading to the development of more effective environmental mitigation. The following table provides examples of output and outcome measures that an agency can use to track its progress toward meeting the objective. As was discussed earlier in this guide, for each measure an agency would establish targets based on its needs and priorities. The agency would evaluate results achieved compared to the targets it established for itself.
3.1 As part of Maryland DOT's objective to preserve and enhance the State's natural, community, and historic resources, the Maryland Port Administration measures the acres of wetlands or wildlife habitat created, restored, or improved since the year 2000.
Utilize planning level information and products in NEPA analysis and documentation.
The transportation planning process and the environmental analysis conducted during project development should work in tandem, with the results of the transportation planning process informing the NEPA process. In practice, however, the analyses used to prepare transportation plans are sometimes disconnected from the analyses performed in NEPA. In addition, there is often no overlap in personnel between the planning and NEPA stages of a project. As a result, the work performed in planning is often duplicated during project development, leading to delays, public confusion, and an inefficient use of resources.
Current law encourages the integration of the information, products and decisions developed during transportation planning into the NEPA process (see 23 CFR 450 and 318), including informing the Purpose and Need Statement; scoping and alternatives identification, evaluation and/or elimination of alternatives, and indirect and cumulative impacts assessment.c In order for the analyses or decisions from the planning process to be used in the NEPA process, they must meet certain standards established by NEPA. The successful integration of transportation planning requires that, at a minimum, transportation agencies engage specific stakeholders, including Federal, Tribal, State, and local environmental, regulatory, and resource agencies as well as the public, in the transportation planning process to ensure that the appropriate environmental information is considered.
In addition, planning decisions must be documented in a format that can easily be appended to the NEPA document or incorporated by reference. The information should be thorough and include the reasons behind those decisions, so that the information can be understood by NEPA practitioners who were not involved in planning analyses and decisions. It is important that transportation planning information, analyses, documents, and decisions be well documented and be provided for examination during the scoping process, so that they will have standing in the NEPA process and its additional analyses.
By linking planning and NEPA, transportation agencies can create one cohesive flow of information, resulting in greater predictability and tighter timeframes in project delivery. However, integrating the two processes can be challenging, particularly when the agency conducting the planning differs from the agency developing the NEPA analysis.
When developing strategies to utilize planning level information within the NEPA process, transportation agencies should:
Identify the appropriate stakeholders to engage during planning — Environmental resource and regulatory agencies, tribal governments and the public must be engaged during the transportation planning process to ensure that the appropriate environmental information is considered in planning. This can lead to information prepared in such a way that it can be applied in NEPA. As highlighted in Objective 1, it is important that when engaging such stakeholders, the transportation agency should be up front about its intent to use planning level information as the foundation for when the project development/NEPA process begins.
Consider how such agencies will be involved in the following aspects of planning:
Consider conducting corridor and subarea studies — A corridor or subarea study can be developed during the planning process to assess considerations on project need, feasibility, and potential resource impacts. If well documented, and with the involvement of resource agencies and the public, analyses and decisions can then be used in scoping during the NEPA process. Agencies should consider:
Consider organizational structure — Consider how the planning and environmental units within the State DOT are organized. For MPOs, if the planning and environmental units do not exist within the agency, consider how the planning and NEPA nexus will be established. Creating a stronger linkage between the two departments is essential for successful integration of planning and NEPA. Because MPO long-range planning is typically removed from the NEPA process, it is particularly important for MPO and State DOT staffs to establish communication and develop information sharing protocols. To improve coordination, agencies can consider convening interdisciplinary teams to share expertise or offering cross-training opportunities, such as planning for non-planners and NEPA training for planning staff.
Develop standard documentation criteria — Consider developing standard documentation criteria so that staff members understand the level of detail required to utilize planning decisions in NEPA. Since the transportation planners will be developing a product that NEPA practitioners will rely on, it is imperative that both planners and NEPA practitioners work together to develop the documentation standards. Planners and practitioners should consider the following when developing standards:
Establishing metrics can help agencies understand the extent to which their activities successfully link planning information to be used in NEPA. The following table provides examples of output and outcome measures that an agency can use to track its progress toward meeting the objective, as well as possible data sources for the measures. As was discussed earlier in this guide, for each measure an agency would establish targets based on its needs and priorities. The agency would evaluate results achieved compared to the target it established for itself.
4.1 The MoDOT tracks the percent of projects completed within the programmed amount. The completed costs include design, ROW purchases, utilities, construction, inspection, and other miscellaneous costs. These can be compared to the original programmed amounts to determine whether streamlining efforts lead to reductions in project costs.
4.2 MassHighway measures its success in delivering STIP projects on schedule by the percentage of projects that begin the construction contract phase in the same year they were programmed. MassHighway also measures actual project completion dates compared to scheduled completion dates, and tracks the causes of construction time extensions. The schedule comparisons can help to determine whether streamlining efforts lead to reductions in project delays.
This guide is intended to serve as a resource for transportation agencies interested in measuring their successes in integrating transportation planning and environmental analysis. While it provides many example measures for use in integration efforts, the list is by no means exhaustive. Agencies beginning measurement programs should remember the following key points:
Collaborative Environmental and Transportation Agreement for Streamlining (2008). Progress Report and Approved Work Plan. Available at ftp://ftp.odot.state.or.us/techserv/Geo-Environmental/Environmental/Other%20Enviromental%20Materials/CETAS/Annual%20Reports%20and%20Work%20Plans/2008_2010_Workplan/CETAS_2008-2010_Work_Plan_AdoptedFinal.pdf
Florida Department of Transportation (2008). Efficient Transportation Decision Making Performance Management Program: Practitioner's Guide.
Maryland Department of Transportation. 2009 Annual Attainment Report on Transportation System Performance. Available at http://www.mdot.state.md.us/Planning/Plans%20Programs%20Reports/Reports/Attainment%20Reports/2009_Attainment_Report.pdf.
Massachusetts Highway Department (2009). Scorecard 2009. Available at http://www.mhd.state.ma.us/downloads/ScoreCard/ScoreCard0609.pdf
Missouri Department of Transportation, (2009). TRACKER. Available at http://www.modot.mo.gov/about/documents/Tracker_PDF_July09/July09Tracker.pdf
New York State Department of Transportation, (2009). GreenLITES: Recognizing Leadership In Transportation and Environmental Sustainability. Available at https://www.nysdot.gov/programs/greenlites/.
Venner Consulting and Parsons Brinkerhoff, (2004). Environmental Stewardship Practices, Procedures, and Policies for Highway Construction and Maintenance, National Cooperative Highway Research Program Project 25-25(4), Washington, D.C.
Virginia Department of Transportation, (2006). Virginia's Transportation Performance Report. Available at http://www.virginiadot.org/projects/vtrans/VDOT%20final_reduced.pdf
Alliance for Transportation Research Institute (June 2006). Context Sensitive Solutions Performance Measures Literature Review. New Mexico DOT. Available at http://knowledge.fhwa.dot.gov/cops/pm.nsf/All+Documents/F16143C4848E55CB8525737D005D3205/$File/CSS.pdf
Barolsky, R. (2005). Performance Measures to Improve Transportation Planning Practice. Transportation Research Circular E-C073. Available at http://onlinepubs.trb.org/Onlinepubs/circulars/ec073.pdf
Cambridge Systematics (2008). NCHRP 25-25, Task 23: Guidelines for Environmental Performance Measurements Final Report. Washington, D.C.: Transportation Research Board; Cambridge Systematics, Incorporated. Available at http://www.trb.org/NotesDocs/25-25(23)_FR.pdf
Cambridge Systematics. (2000). NCHRP Report 446: A Guidebook for Performance-Based Transportation Planning. Washington, D.C.: Transportation Research Board; Cambridge Systematics, Incorporated. Available at http://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_446.pdf
Distillate (2008). Advice on selecting indicators for sustainable transport. Available at http://www.distillate.ac.uk/outputs/C2%20Selecting%20Indicators%20Report%20(09-04-08).pdf
Gallup Organization. (2007). Final Report: Implementing Performance Measurement in Environmental Streamlining. Washington, D.C.: U.S. Department of Transportation; Gallup Organization. Available at http://www.environment.fhwa.dot.gov/strmlng/gallup_05-07.asp
Hendren and Meyers (2006). NCHRP Project 08-36, Task 53 (02): Peer Exchange Series on State and Metropolitan Transportation Planning Issues. Meeting 2: Non-Traditional Performance Measures. Transportation Research Board, Washington, D.C. Available at http://www.transportation.org/sites/planning/docs/NCHRP%208-36(53)(2)%20NonTraditional%20Perf%20Measures.pdf
Meyer, M. (2001). Measuring That Which Cannot Be Measured - At Least According to Conventional Wisdom. Report of a Conference, Irvine, California, October 29 - November 1, 2000. Performance Measures to Improve Transportation Systems and Agency Operations, pp 105-125. Available at http://www.trb.org/publications/conf/reports/cp_26.pdf
Office of Management and Budget (2003). Performance Measurement Challenges and Strategies. Available at http://www.whitehouse.gov/omb/challenges_strategies/
Poister, T. H. (2005). Performance Measurement in Transportation: State of the Practice. Second National Conference on Performance Measures (36) pp 81-98. Available at http://onlinepubs.trb.org/onlinepubs/conf/CP36.pdf
Wisconsin Department of Transportation (2007). State DOT Environmental Programs: Evaluation and Performance Measures Research, Development, and Technology Transfer. Madison, Wisconsin. Available at http://on.dot.wi.gov/wisdotresearch/database/tsrs/tsrdotenvironmentalprograms.pdf
TransTech Management, Inc. (2004). NCHRP Web Document 69: Performance Measures for Context Sensitive Solutions - A Guidebook for State DOTs. Washington, D.C.: National Cooperative Highway Research Program. July, 15, 2007, Available at http://trb.org/publications/nchrp/nchrp_w69.pdf
Vanesse Hangen Brustlin, Inc. (2005 November). NCHRP 79: Monitoring, Analyzing, and Reporting on Environmental Streamlining Pilot Projects. Washington, D.C.: Transportation Research Board. Available at http://onlinepubs.trb.org/Onlinepubs/nchrp/nchrp_w79.pdf
Venner, M. (2005). NCHRP Project 25-25, Task 10: Early Mitigation for Net Environmental Benefit: Meaningful Off-Setting Measures for Unavoidable Impacts. Transportation Research Board, Washington, D.C. Available at http://www.trb.org/NotesDocs/25-25(10)_FR.pdf
Washington Department of Transportation. Performance Measurement Criteria Checklist. Available at http://www.wsdot.wa.gov/NR/rdonlyres/D0FE60A8-A193-4615-A684-27E66CFBFB61/0/WetMitBuffImpAssess.pdf
a Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects http://www.environment.fhwa.dot.gov/ecological/eco_4.asp.
b FHWA Policy Memo: Guidelines for Federal-aid Participation in the Establishment and Support of Wetland Mitigation Banks http://www.fhwa.dot.gov/legsregs/directives/policy/memo55.htm
c The Montana Business Process to Link Planning Studies and NEPA/Montana Environmental Policy Act (MEPA) Reviews defines how Montana DOT develops the Purpose and Need Statement, preliminary identification, and review of alternatives during the corridor planning process. For more information, see http://www.mdt.mt.gov/publications/docs/brochures/corridor_study_process.pdf.
d The Colorado DOT and FHWA Colorado Division Office developed a PEL Questionnaire to help planning and environmental staff document and link corridor planning studies with the NEPA process. For more information, see http://www.environment.fhwa.dot.gov/integ/case_colorado2_quest.asp
For questions or feedback on this subject matter content, please contact Jody McCullough, Dave Harris, or Bruce Bender.


text:
Hi All, I'm thinking of buying this house, but as you can see, it is butt ugly. Does anyone have suggestions for improving the structure (nothing super expensive)? Thank you in advance! |
Follow-Up Postings:
I think the big thing would be working with the natural cottage/ranch lines and not trying to turn it into something it isn't. What year was it built and what is the interior like? |
It is not so much ugly as it is dull and boring. A pergola/trellis across the garage, a porch across the front wrapping around the side, and added trim around the door and windows. The pergola and trim would not be super expensive, a porch could be something to save for. Also a wall ornament on the right side of the door to visually balance the peak of the roof--but maybe it is just the angle of the photo that makes it look off. Instead of a porch (or in the meantime), replace the metal supports of the front overhang with a little more substantial wooden column (whatever style you like, turned or square but nothing formal looking). Of course some plants will go a long way to add charm, you could build a curvy bed (maybe defined by rocks or bricks, check craigslist for free ones or collect your own rocks) to frame the front door stoop. I would paint a different color scheme too, although I like the pale green front door! An interesting and maybe not so common color selection like a pastel can add a lot of charm to a plain house! Wish I could photoshop -- maybe someone else will be able to do so. |
- Posted by scrappykat (My Page) on Wed, Jul 2, 14 at 10:10
thank you for the replies and suggestions! It was built in 1935 and the inside is a little *off* too, but i can work with that and revamp to make it more liveable. I like the idea of a front porch to provide interest and balance. Also making the supports more substantial is an excellent suggestion. I was thinking of replacing the smaller window with one that is the size of the other one----would give more visual balance. Tell me more about your pergola/trellis idea---can't quite picture it, and yes a different front door color and landscaping would go a long way to making this place *cuter* :) |
- Posted by ravencajun (My Page) on Wed, Jul 2, 14 at 11:06
New more current light fixtures by the door and garage. A much better color choice and scheme. Lots of landscaping, it really needs some flower beds and some Color! Hanging plants from the porch. The garage door is really standing out in a bad way due to the color so changing that along with the rest of the color scheme will make a big difference. |
- Posted by scrappykat (My Page) on Wed, Jul 2, 14 at 11:12
Thanks for the ideas Raven and YES, i was totally thinking hanging baskets could add a lot! Do you think the front door and garage door should be the same bold color (along with the trim around the windows)? Hadn't thought about changing out the light fixtures---another great suggestion, ty! |
- Posted by scrappykat (My Page) on Wed, Jul 2, 14 at 11:16
Another thought I had, instead of putting in a larger window on the right, what about a trellis with flowering vine? Would be ALOT cheaper! |
A paint job, window boxes, shutters, a bright colored front door and some flower beds in front. All can be done for cheap, especially if you do it yourself. Maybe a pretty front walk. Swapping out light fixtures. The existing posts cam be used for climbing vines. I'd keep the garage door light colored, almost blend it win the siding. You want people to see the bright front door and pretty window boxes. You want to move the eye away front the garage door. I see tons of potential. The ugly duckling about to be turned into the beautiful swan! |
- Posted by scrappykat (My Page) on Wed, Jul 2, 14 at 12:25
thank u for the ideas Pixi!! Window boxes are an awesome idea---also keeping the garage door close to the house color makes a lot of sense :) |
- Posted by sheilajoyce (My Page) on Wed, Jul 2, 14 at 22:30
Window boxes are a pain. It is hard to use them as window boxes. My neighbor rotted out hers because she had plants in them that had to be watered. I like the idea of a paint job with the garage door matching the color of the siding. You need some low foundation shrubs. Replacing the spindly support for the front porch is important. You could add a tree in the front to shade the house and give interest to the yard. The border of the driveway could be dressed up with low, trimmed shrubs or flowers. That could be a lot of yard work though. Look at some interesting paint colors that would match the period of the house using paint company brochures. I really don't like the trellis look at all. However, you could put some kind of tall shrub against the blank wall between the door and the small window. |
- Posted by scrappykat (My Page) on Thu, Jul 3, 14 at 7:39
thank you for the input Sheila-------i love the idea of looking at the period of the house for paint ideas---- and landscaping will definitely help----i like the idea of a small tree in front ----something decorative--japanese maple maybe?? |
With plastic window boxes or plastic liners in your wooden window boxes you won't have the rotting issue. |
- Posted by kashka_kat (My Page) on Thu, Jul 3, 14 at 12:27
What jumps out at me is that absolutely silly roof overhang over the front door - and you need a more friendly and inviting front door with glass instead of just some slab with a peep hole. I think it will look great with some relatively minor modifications! |
I like the quirkiness of it. I agree that some kind of solid posts to replace the metal posts supporting the overhang painted maybe the same color as the NEW front door--I would definitely change the front door. Take the measurements and look on craigslist--you might find something cheap--just remember to note whether the door swings to the right or to the left. A bigger window to the right of the door would be nice and on the wish list would be an attractive garage door. I kind of like the idea of maybe a mid-century type door with that house. |
Here is a link that might be useful: Cool front door ideas
- Posted by scrappykat (My Page) on Sun, Jul 6, 14 at 20:41
I love those doors Alisonn!! TY! If i put in a funky door like that, what type of garage door would u suggest?? i like your style :) |
- Posted by scrappykat (My Page) on Mon, Jul 7, 14 at 19:15
Also, if i kept the dark green trim on the windows and soffits, what color door do you think would look good? |
Google "mid-century exterior" and look at the images for some cool ideas. I'm not great at original ideas--I look at lots of pictures for inspiration. One thing I saw was echoing the design of the front door on the garage. Even if you can't afford a garage with cut-outs that mimic the front door, you can achieve the same effect with paint, i.e., a few well-placed rectangle of color to reflect rectangle cut-outs on the front door. Good luck! |
I see it painted Navaho White with brown trim, wood front door and garage door. Wood porch pillars. Trellis next to small window. Curving stone walkway. Evergreen trees on both front corners, small shrubs under both windows, plus lots of colorful perennials and annuals. Bingo! English cottage! You could add diamond pattern leading to the windows in the future. Have fun with your cute house! |
New garage door - if that's aluminum siding - get rid of it and do a stone facade around the bottom and something nicer on top. A larger finished porch with white railing would look nice too. Think "white picket fence" kind of a vibe. |
- Posted by butterfly4u (My Page) on Mon, Jul 14, 14 at 13:11
Scrappy, That house has ALOT of potential. You have to decide if you want to buy it or not though. If you do buy it, start slowly changing things on the outside. Step by step. Your wants will change a year from now, and you will have to redo things, which costs time and money. Do the house things first, then your hardscaping. (new walkway if you want). I think this house could be awesome from the outside, a nice clean slate to work with. You have to live there though and figure out how you are going to use everything and what you need before you spend alot of money on it. Congrats on finding such a little gem. |
- Posted by scrappykat (My Page) on Mon, Jul 14, 14 at 18:08
Thank you all for your extremely helpful advice! I have my inspection tomorrow and will report back......I'm really hoping there's nothing really bad wrong with the place. I will definitely start on the outside: window boxes and trellis for sure; painting the trim and columns, porch/steps and garage door. Landscaping for sure! The one thing I want to do right away on the inside is tear up the carpets (I *think* there are hardwood floors underneath....fingers crossed!)---they are older and musty/cat smelling. I am really excited about this place----especially the lake frontage!! |
I'd save a lot of money and just have the door replaced for starters. It's best to have a handyman take a look at the current door and doorframe to make sure they can just hang a new door to swap it out for the old boring one. It's not always possible to do this, and it's actually really expensive in labor if the doorframe needs to be redone. My DH fretted over a $25 difference in door styles, only to find out that it was $800 in labor if they had to rebuild the doorframe, exclusive of the door! We were lucky; they could re-use the old frame so it was just a couple of hundred $$ in labor. A RE agent who I asked to tour my house and give her opinions on what work was worth doing and what wasn't, had suggested the new door. We were surprised what a difference it made to a rather plain little cottage. The asymmetry in the front windows doesn't bother me, but I agree the garage door is very plain. But I'd do the front door first, then you can pick a coordinating style for the garage door. |
You said it smells musty - get a mold test! Mold can make a house dangerous and cost huge money to fix. |
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subset: commoncrawl


text:
Sleeps | 10 |
Bedrooms | 4 |
Bathrooms | 3 |
Property type | house |
Minimum Stay | 4 - 7 nights |
The first Grand Home on the Historic Old Demere Road
Perfect for a wedding,... A Golf outing..... or week get away...... Call me today!
Our goal was to provide a comfortable and luxurious 'private home'. We believe, you will agree that we have accomplished this. There are FOUR Entertainment areas and FOUR Private BR's.You can get lost with all the space 2,800 sq'.
The Grand Front Porch of this 'private vacation home' Welcomes the SSI Trolley Tour that passes daily year round. Make sure you wave to the tourists on the SSI Trolley & to the locals as they bike by. Here you will experience True Southern Hospitality! Enjoy your mint julep or a glass of sweet tea. Sitting under the front porch you are shaded by magnificent grand live oaks and protected from the Georgia rains.
The night landscape lighting makes you feel you have arrived at an oasis, outdoor up lights flood the yard and showcase the beautiful palms and century old live oaks.
Parking is not a worry, the private drive leads you to the garage.
There are no other homes towering over the house or deck..
The beautiful front walkway leads you to the Grand Front Porch.Step through the front door to enjoy the naturally sun lite, Open Designed Living Room, Kitchen & Dining Room. 2 new sofas where added in January of 2105. This large space allows for all to have a memorable social gathering. Prepare a Sunday Brunch or Family Diner and overflow onto the Front Porch & 2nd Side Deck.
The layout affords privacy and comfort for 4 families. The 3 BR's on the main level have a split floor plan.The Private Master is off the DR. A separate hallway off the Great Room (Other side of the house main level) splits the 2 Quiet BR's/baths.
The huge upstairs is completely private showcasing 'the Ultimate Manly Game Room' and 4th BR.
The afternoon sun is so inviting to read a book or put the kids in for a nap. No need to rent 4 hotel rooms or 2 condos. The perfect 'private home'.
PLATINUM Private PROPERTY : All 4 Bedrooms were decorated with NEW furniture, window treatments and new plush mattresses with luxurious bedding. The split Master BR Suite has a King size bed,a 36' HD TV & DVD. There is a large Spa Bath with a whirlpool jetted tub, double vanities, separate shower & walk in closet. The 2 other downstairs BR's have queen beds, walk in closets and full Bathrooms. There is a private 4th BR upstairs with 1 Queen size Bed and 2 upholstered twin beds.
Light weight summer bedding and winter comforters are provided.
The new elegant, Professional Pool Table (adults only) has arrived. 'The Manly Game Room' 28'x 20' upstairs has everything your little manly heart desires: Leather Sofas, Leather chairs around the card/game table, dart board, games, a 50' plasma TV,DVD player & Georgia bean bag toss.
The Ladies can cheer you on or have a 'Ladies Getaway' downstairs for a quiet ladies night, sipping your June Bug cocktails.
EAST BEACH: Only 1 mile away. A short car drive or 10 minute bike ride. Bring your bikes or rent them and have them delivered to the house.
Admire the series of old estates on the shaded Old Demere Road. Stop at the historic National landmark 'Bloody Marsh'.
SSI has numerous activities from benefits to
Festivals. Jazz in The Park, Chili Cook-off, Casino Theater, Neptune Park, Skate Board Park ,The Ritz Theater.
Pro Golf: Sea Island,Hampton Plantation,Sea Palms are all excellent Golf Courses.
The Village for shopping, Ziggy's for nightlife, Rafters, Village Inn And Pub.
Historic Downtown Brunswick, Fort Frederica
Day Trips: Victorian Jekyll Island 20 mins away Little St Simons Island by ferry upon availability & Romantic Savannah 1 hour north
I dabble in art and loved my photography career.
I have worked art shows and also critique.
My husband is a sales consultant to the telephone industry. We have 4 kids & 2 grandkids.
What drew us to SSI was our first visit to Jekyll in 1998. We watched the Sidney Lainer Bridge being built an engineering marvel) and laugh at the times we waited for the old draw bridge to open. My husband said that's how its done... SLOW. We saw some changes but love the building code (no high-rises).
There have been many improvements to SSI, one of the best being, NEPTUNE PARK in the village. A well thought out master plan. We watched it being built in Feb 2009. A NEW Water Wonderland for all ages. It features 3 connecting pools with a kids water park, playground, mini-golf and water aerobics.
What a view overlooking the Atlantic Ocean & Jekyll Island!
Please be assured your stay at this private home will exceed your expectations
I am only a email/phone call away to answer ANY questions you have.
Barbara Pole purchased this house in 2010
This private home was exactly what we where searching for. It took 4 years to find it and many open houses.
For Weddings 2015 Combine both Properties for 6 BRs and 5 Baths. Please call me for additional information.
This note was emailed to me as quoted below.
"Just a note to let you know that we had a wonderful time at 1904 Demere Road.
The place was beautiful, and everything was as you said it would be. Everyone commented on what a great place it was, including the appliances, decorating, and myriad of electronic entertainment devices, including wi-fi., and of course, the pool table.
It was an awesome experience, and we all thank you for providing such a wonderful place for our family reunion."
St Simons Island, Georgia is a Unique, Historic, Beautiful Island. 'A Southern Charmer'. A wonderful family getaway, with so much to see and do. Miles of Biking Paths and world class Golf. Experience True Southern Hospitality with regional cooking. Within a hour from major airports
Other Activities: Shopping, Kayaking, Boating, Parasailing, Horseshoes, Miniature golf
Rate Period | Nightly | Weekend Night | Weekly | Monthly | Event | ||||
Weekly Rate Non Holiday 2015
Jan 1 2015 -
May 22 2015
7 night minimum stay
Holiday 2015 GA/Fl
Oct 28 2015 -
Nov 1 2015
4 night minimum stay
My Standard Rate
7 night minimum stay
Cleaning | $200 + Tax |
Refundable damage deposit | $49 |
Pet Fee | $150 + Tax |
Tax Rate | 4.0% |
Notes |
$1899 wk $450 per night night Holiday $500 per night $2000 per week
Nightly Rates 4 NIGHT min $450 per night Holiday Rates Prevail: Memorial Day 4th Labor Day GA/FL Mc Gladry $500 Nt Additional fees: Cleaning, SUMMER of 2014 : $1899 per week plus fees January 2015 $1899 per week Holiday $2000 week plus fees All Major Credit cards accepted. This is an owner managed property. Please call Barbara, with any questions. |
Payment is usually accepted in the quoted currency (USD) unless the currency and the amount is specifically agreed in advance with the owner / advertiser.
Learn more about this vacation rental at the owner's website:


text:
| Email | Full Article (TrendHunter.com/id/34273) |
I like these wacky-colored bathtubs. The striped yellow and black ones look a bit like giant cartoon-style honey pots. And how kitschy is the pink tub that says simply, "Wash up?" Very neat. Very tacky.
The designer tubs are part of a conceptual project called 'Bath Tuning.' It involves the idea of making a number of variations on the same model or object. I like the idea of tuning habitual items. It's good fun for a happy-looking bathroom.


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INTERMAT Announces 2015 Innovation Award Winners January 23, 2015 Wacker Neuson, Liebherr among recipients for innovative products that improve productivity, flexibility and safety on the jobsite.
Dayton Superior to Host Tilt-Werks Learning Lounge at WOC January 28, 2015 From Dayton Superior Dayton Superior will demonstrate the cutting-edge Tilt-Werks technology during the World of Concrete show in Las Vegas, Nevada.
Brokk to Feature Redesigned Demolition Machine at World of Concrete 2015 From Brokk Inc. Upgraded model includes a larger undercarriage for heavy tracking applications and stability with heavier attachments
ZX85USB-5 Excavator From Hitachi Construction Machinery Reduced-tailswing, 19,00-lb. excavator offers parallel digging capability with independent-swing boom
CIM Program Announces Sports and Travel Packages for 2015 Auction January 28, 2015 From Concrete Industry Management The Concrete Industry Management (CIM) program is pleased to announce the following list of sports and travel packages available for their tenth annual Auction at the World of Concrete.
Contractor-Focused Items Available at 2015 CIM Auction at WOC January 28, 2015 From Concrete Industry Management The Concrete Industry Management (CIM) program's list of contractor-focused items donated to be sold in their tenth annual auction at World of Concrete 2015
Ritchie Bros. to Conduct 10th Annual Fundraising Auction at World of Concrete in Las Vegas From Ritchie Bros. Auctioneers January 27, 2015
Mack to Offer GuardDog Connect Uptime Support for Concrete Pumpers From Mack Trucks Inc. January 27, 2015
Simpson Strong-Tie to Feature Timed Product Installation Challenges and New Product Demonstrations at WOC From Simpson Strong-Tie Co. Inc. January 27, 2015
Tekla to Present Concrete-focused BIM Solution at World of Concrete and World of Concrete Europe From Tekla, Inc. January 26, 2015
Cement and Fly Ash Available at 2015 CIM Auction at WOC From Concrete Industry Management January 26, 2015
Concrete Industry Management (CIM) Program Auction Has Something for Everyone From Concrete Industry Management January 22, 2015
NRMCA Selects Speakers for 2015 Concrete Sustainability Conference From National Ready Mixed Concrete Association (NRMCA) January 22, 2015
International Grooving & Grinding Association Announces 2014 Annual Award Winners From International Grooving & Grinding Association January 22, 2015
PCA: Residential Housing Market Could See 20% Increase in 2015 From Portland Cement Association January 21, 2015
NRMCA Names New Jersey Man 2015 Driver of the Year From National Ready Mixed Concrete Association (NRMCA) January 20, 2015
CPAA Offers Craftsman, Level 1 Certification in March From Concrete Polishing Association of America (CPAA) January 20, 2015
TCA Announces Winners of Tilt-Up Professional Awards From Tilt-Up Concrete Association January 20, 2015


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Eligibility for academic scholarships may be found by contacting the Office of Student Financial Services.
This scholarship is offered to female freshmen students entering the teaching of physical education.
Assistantships are offered for Exercise Science. Each student works in our cardiac rehabilitation program, adult fitness program and also works as a research assistant in the Lab.
Assistantships may also be offered in teaching, research, sport management, or athletics. To apply for an assistantship, please download and complete the Graduate Assistant Application Form and return to:
Robert M. Otto, Ph.D. or John Wygand, M.A.
Human Performance Lab, Woodruff Hall
Adelphi University
One South Avenue
Garden City, NY 11530
Office of University Admissions
p – 800.ADELPHI
» Request Information


text:
SPINNING OUT OF WORLD WAR HULKS! THE SENSATIONAL SHE-HULK RETURNS! Jen Walters teams up with LYRA, the all-new SAVAGE SHE-HULK, to bring the hurt down on the fugitive members of THE INTELLIGENCIA. Klaw, Mad Thinker, Red Ghost, Trapster, and Wizard tried to take over the world and now must pay for what they've done. Guest starring THE INCREDIBLE HULK in this all-new story of She-Hulk smackdown!
Preview: She-Hulks #1
Thu, November 4th, 2010 at 8:58pm PDT
- Story by
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- Art by
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- Colors by
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- Letters by
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- Cover by
- Ed McGuinness, Morry Hollowell
- Publisher
- Marvel Comics
- Cover Price:
- $3.99
- Release Date
- Wed, November 10th, 2010
- Browse for similar previews
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This is completely self-serving on my part, I am looking for recommendations for my next cooking club inspiration. We just cooked from Jamie Olivers "Meals in Minutes" and it was royally panned.
So we need a "Hit one out of the park" for March. What is your favorite recent cookbook? Alexa |
Follow-Up Postings:
Not terribly new......and frankly i can't think of anything specific I have made from it....but this is eye candy and a good place to browse.... The Grand Central Oyster bar cookbook.....very expensive new....not so much so used. Linda C |
Here is a link that might be useful: oyster bar
I haven't been buying many new cookbooks this past year, I already have too many. But...there is a new one coming out that I think will be a good read titled, The Pioneer Woman Cooks: Food from My Frontier. The release date is March 13, 2012 and is #1 on Amazons hot new releases. Available for pre-order now. I just may splurge... Nancy |
Here is a link that might be useful: The Pioneer Woman Cooks: Food from My Frontier
- Posted by marie-ndcal (My Page) on Thu, Feb 16, 12 at 18:05
Check out the Food Network Magazine. Lots of good ideas especially this issue--lots of chocolate. |
Thanks for the additional suggestions. Marie - magazines really aren't what we are looking for but I appreciate your response. Alexa |
- Posted by foodonastump (My Page) on Thu, Feb 16, 12 at 19:39
Come on dcarch, don't make me do it for you... ;-) |
- Posted by seashellsandpearls (My Page) on Thu, Feb 16, 12 at 20:30
Hi Alexa, Have you checked out projectfoodie.com. It is a fantastic website that tries to balance the abundance of recipes on the web and the fact that people aren't buying or relying on cookbooks, cooking mags, etc. I love it...and it features recipes from many, many magazines and cookbooks.. current cookbooks. I know you are interested in cookbooks, not mags. At least check it out.. I feel it has lots to offer. Sea |
Here is a link that might be useful: cookbooks and more cookbooks
- Posted by MichelleDT (My Page) on Thu, Feb 16, 12 at 21:02
Sea - that's a great site. Thanks for linking that - also found cookbook karma link. |
I received The New Portuguese Table: Exciting Flavors from Europe's Western Coast by David Leite as a gift. It was published in 2009. Haven't cooked from it yet but am looking forward to it. Jim |
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A few years back, I bought a 47 acre patch of land in that had the remains of a tree farm operation. There is a 1,000 tree, pot-in-pot operation on it along with over 300 Colorado Blue Spruce that are planted in another portion of the ground. I enjoy working with trees so I figured at some point I would start planting more trees in hope of having a tree farm someday.
My questions for you experienced folks are whether a person can make a go of a tree farm on 47 acres and what kinds of trees I should plant to start out and where the best place to acquire them would be. Thanks! |
Follow-Up Postings:
Well, not experienced in that sort of thing, but I can tell you the local tree farm here supports itself selling Christmas trees. They have probably about 50 acres on an upward slope. Trees sell for $30-80 cut pick ur own, but they have to give up much of the holiday season for sales. As far as buying trees, seedling can be had for very cheap though your extention office or the arbor day society, or like offices. |
I would think that selling tree starts to full size wholesale nurseries would be the more profitable way to go and would require less start up $$ than growing trees to full size. It would take a lot of land to grow full sized trees, not to mention the equipment for digging and moving etc. |
- Posted by pamghatten wny5 (My Page) on Fri, Mar 25, 11 at 13:04
google wholesale trees ... I buy bare-root trees almost every spring from a local nursery who gets them shipped bare-root from Canada. This is a great niche for them. They sell trees that are suited for our area, and as many unusual or not so common trees as they can find. Figure out what you want your niche to be ... |
- Posted by farmsteward North Carolina 7 (My Page) on Sat, Mar 26, 11 at 22:01
Join your local/state nursery association. You may be able to network with others in your area that can put you on the right track. There are a lot of expensive mistakes that you could make. Don't jump into it without researching it thoroughly, and good luck. |
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Grätzer, George
Originally published by Birkhauser Boston
4th ed. 2007
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This new edition of Math Into Latex continues to be the standard introduction and complete reference for writing articles and books containing math formulas. In this fully revised fourth edition, the focus is on important updates in latex for articles and books as well as detailed information on creating transparencies and computer projections, both for the classroom and professional meetings.
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text:
- Jul 11:
- Electronic cigarettes banned on buses, ferries, Golden Gate Bridge
- Feb 22:
- Marin Voice: Time to re-think Golden Gate's 'broken' financial model
- Feb 17:
- Food coming back to the famous Round House at the Golden Gate Bridge
- Feb 14:
- Golden Gate Bridge flash mob kicks off anti-violence campaign
- Feb 12:
- Higher toll plan for Golden Gate Bridge gets poor reviews at San Rafael hearing
- Feb 11:
- Golden Gate Bridge toll increase hearing set for Wednesday night in San Rafael
- Jan 26:
- George Russell: Another hike in Golden Gate Bridge tolls
- Jan 21:
- Golden Gate Bridge officials hear from Marin on proposed toll increase
- Jan 18:
- Golden Gate Bridge toll increase hearing set for Tuesday in San Rafael
- Dec 19:
- Marin Voice: Why Golden Gate Bridge tolls need to be raised
- Dec 11:
- Editorial: Bridge district must justify toll hikes
- Dec 7:
- Golden Gate Bridge drivers face higher tolls for years to come
- Nov 23:
- Marin Teen group talks to peers about suicide prevention
- Family struggles with death of teen son from Golden Gate Bridge
- Nov 15:
- Golden Gate Bridge drivers could see annual toll increases over next five years
- Nov 12:
- Golden Gate Bridge toll increase options come into focus
- Nov 7:
- Editorial: Golden Gate toll increase deserves full-blown public process
- Oct 25:
- Golden Gate Bridge board ponders toll increase as deficit mounts
- Oct 23:
- Golden Gate Bridge toll increase on the table for 2014
- Sep 20:
- Golden Gate Bridge board approves traffic barrier, installation set for 2014
- Sep 19:
- Golden Gate Bridge officials hint at toll increase as deficit grows
- Sep 18:
- First weekend closure likely to install Golden Gate Bridge median barrier
- Jun 2:
- As Bay Bridge deals with controversy, Golden Gate seismic works plods along
- Apr 26:
- Speed, carpool cheats vex new e-toll system on Golden Gate Bridge
- Apr 5:
- Marin Voice: Common goals and plans for local transportation
- Apr 4:
- Scofflaws take advantage of new carpool lane on Golden Gate Bridge
- Mar 28:
- Officials declare victory after Golden Gate Bridge toll conversion, cautiously eye weekend
- Mar 27:
- Golden Gate Bridge sees smooth transition to all-electronic tolls
- Mar 26:
- Golden Gate Bridge toll-takers say goodbye on eve of all-electronic tolls
- Editorial: Golden Gate Bridge toll-takers will be missed
- Mar 25:
- Golden Gate Bridge to convert to all-electronic tolling at just after midnight Wednesday
- Mar 24:
- Final days of toll-taking at the Golden Gate Bridge before electronic tolling starts Wednesday
- Mar 18:
- Golden Gate Bridge toll takers share stories, secrets on way out
- Mar 17:
- Roadshow: To avoid hassles on Golden Gate Bridge, get FasTrak or set up a credit card account
- Mar 11:
- Coming attractions: all-electronic tolls on Golden Gate Bridge
- Mar 7:
- Golden Gate Bridge toll-takers get layoff notices, all-electronic toll to start March 27
- Mar 1:
- Golden Gate Bridge demonstrates cash toll options as all-electronic system approaches
- Feb 20:
- Cash customers targeted at the Golden Gate Bridge as all-electronic tolls approach
- Feb 7:
- As all electronic tolls draw near, Golden Gate Bridge highlights payment options
- Jan 26:
- George Russell: Golden Gate Bridge bricks
A PLANNED SUICIDE barrier for the Golden Gate Bridge is coming into focus again as a final design nears completion, prompting officials to discuss ways to fund the $50 million project that supporters say will save an untold number of lives.
In early 2014, the $5 million final design of a net extending from the span is expected to be completed.
"The fact that the project will be ready (to build) shortly creates a strong interest in finding a funding solution as soon as possible," said Denis Mulligan, the bridge district's general manager.
But board policy states toll dollars can't be used for the project, and outside funding sources would be needed to pay for the net.
But as the district grapples with its finances and looks ahead at its funding, some on the board want to find a way to help pay for the project.
"It has to be paid for, the suicide barrier has to be," said John Moylan, 85, who has served on the bridge board off and on since 1987 and lost a grandnephew to suicide. "Suicide is everyone's problem and we have to do something about it. It's not right. My family has been touched by it and I'll tell you what, it tears a family apart."
Moylan served as president of the bridge board of directors in 2008 when the 19-member panel made the historic decision to move forward with the barrier after years of discussion. Until then, the debate over a suicide barrier ebbed and flowed for decades. Discussion of a barrier began in the 1950s, but the first intensive look at a solution took place in the early 1970s, when 18 design concepts were evaluated, then shelved.
Roughly two dozen people jump from the span each year, and more than 1,500 people have jumped from the span since it opened in 1937. Another 80 or so people who are contemplating suicide are pulled off the bridge every year.
A labor leader from San Francisco, Moylan would like to tap the thousands upon thousands of tourists who come to the bridge each year who now experience the span for free.
"I think we should work out some sort of toll to walk the bridge," Moylan said. "We get so many buses here, so many people. We could work something out where it is free for locals and have visitors pay to walk the bridge and generate money for the barrier that way."
The barrier has a powerful supporter in the Metropolitan Transportation Commission — the agency that hands out funds for Bay Area Transportation projects. In 2010, the agency provided $5 million in funding for the design of the barrier.
"The commission and the bridge are talking," said Randy Rentschler, commission spokesman. "In the past we have put money into the barrier and we continue to monitor its progress."
While not a transportation project per se, the commission views the barrier as a safety issue, similar to the ongoing seismic upgrade to Doyle Drive, Rentschler said.
"The bridge is a major transportation facility in the Bay Area," he said. "The commission pressed hard to get Doyle Drive fixed for safety and we think the two issues are related."
But Rentschler cautioned: "We are still early in the (funding) process."
Bridge board member and Marin Supervisor Judy Arnold said she welcomes working with the commission toward building the barrier, calling the project a "great thing for us to do."
"The MTC might be able to provide an infusion of money that we need, and we can work with the federal government as well," she said.
Backers of a suicide barrier on the Golden Gate Bridge got a boost in July 2012 when President Obama signed a transportation bill that includes language allowing federal funds to flow to the project.
That transportation bill contains crucial wording allowing funding for suicide prevention including safety rails and nets on bridges. The language in the bill also clarifies that institutions such as the Golden Gate Bridge District — a special purpose district — are eligible for these funds.
It was Sen. Barbara Boxer who agreed to carry the language in the bill and U.S. Rep. Jared Huffman, D-San Rafael told the Independent Journal Friday he was "very supportive" of the project.
The bridge district's suicide barrier plan calls for a net extending 20 feet below and 20 feet from the side of the span. The net would be made from stainless steel cable and would collapse slightly if someone jumped in, making it difficult to get out, bridge officials said.
The district would have a "snooper" truck with an elongated arm to get people out, although such rescues might be rare because the net would act as a deterrent. A similar net was placed more than a decade ago on the Munster Terrace cathedral in Bern, Switzerland, and since then no suicide attempts have been reported.
The bridge has the most suicides of any structure in the world, according to the Bridge Rail Foundation, a group working to get a barrier in place.
Moylan would like to see that distinction be done away with.
"We don't want to be the suicide capital of the world," he said.
Contact Mark Prado via email at email@example.com


text:
Many Salvador peasants find only disappointment in land reform. Sharecroppers who scrimped for years to buy land wind up with eviction notices
Metalio, El Salvador
A few of the peasants were angry but most just looked shocked. The week before, the National Guard had delivered them eviction orders, saying that they had two weeks to clear off the small lots of land that they had been working for the last five years to pay off.
They unwrapped their carefully kept yearly payment receipts -- receipts the illiterate farmers were told had no legal validity in the absence of a formal written contract.
The 25 peasant families here will lose the land that they had thought they were buying. Their story is a common one in El Salvador.
This is a rural country and much of the rural population owns no land. At the time of the last official census, which was taken in 1975, 40 percent of El Salvador's population was landless, and the ranks of landless peasants have expanded rapidly during the last three decades, according to one social scientist who has written extensively about the Salvadorean countryside.
These peasants formed a base for the revolutionary movement that organized in the early 1970s. They are viewed by analysts as a political time bomb -- one that the government tried to defuse in 1980 by enacting an agarian reform. But many peasants, like those in Metalio, were never benefited by the reform and have fallen between the cracks.
Five years ago, say the Metalio peasants, they had seen signs for the sale of lots of land. They had contacted the owner, Ricardo Gutierrez, and orally agreed on purchase terms. After an initial down payment of $75, each of the 25 peasant families paid an average of $65 a year -- a pittance by US standards, but a major investment for farm laborers who usually make between $1.50 and $2.00 a day during the four or five months when work is available on the large haciendas.


text:
Lafayette x New Era – Tiger Camo Cap
Japanese street wear store and in house brand Lafayette has been turning up the heat with its apparel and accessories line. This season is as strong as ever with various items that refer back to simple yet good old street wear styles. Military influences have been a … READ MORE


text: In Minnesota when a LEO does a Liscense check on a motor vehicle part of the info that comes up is if the owner is, or isnot a permit holder.. Cops LOVE to see your hands! (from 20yr LEO vet) They will ask if your carrying. Don't lie. When going for your permit tell them what you are doing before you do it, SLOWLY. This appliys to anyone driving your car also..(ex. your son)


text:
Hall of Fame defensive end Lee Roy Selmon, who played for the Tampa Bay Buccaneers from 1976 to 1984, died Sunday, two days after suffering a stroke. He was 56.
Selmon was hospitalized Friday afternoon following a stroke at his Tampa home. While at St. Jospeh's Hospital on Saturday, his brother Dewey said he was being responsive to some family members and showed signs of improvement.
But Selmon's former teammates began receiving notifications of his death on Sunday, according to the St. Petersburg Times. Former Tampa Bay quarterback Doug Williams, now head coach at Grambling, said he was informed through former Bucs linebacker David Lewis that Selmon had died.
"I was sitting in my office when David told me he was on his way to the hospital," Williams told the St. Petersburg Times. "About a half hour or so later, Jimmie (Giles) called me and said that David (Lewis) told him Lee Roy had passed.
In Memoriam: Sports figures who have died in 2011
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- Lee Roy Selmon is remembered as the Tampa Bay Bucs'standard bearer TampaBay.com: Sunday Sep 4
- Moments from the career of Tampa Bay Buccaneers legend Lee Roy Selmon TampaBay.com: Sunday Sep 4
- Lee Roy Selmon's death deprives Tampa Bay of a football, and community, legend TampaBay.com: Sunday Sep 4
- Remembering Lee Roy Selmon, Hall of Famer The New York Times: Monday Sep 5
- Leroy Selmon "Was a role model for everyone" Scout with FoxSports.com: Sunday Sep 4
"I don't know, one of those things where you don't have a whole lot to say. Being around the same age, you got to look at yourself a little bit. But I'm thinking about his family and praying for them, that's the biggest thing."
The Glazer family, which owns the Buccaneers, released a statement after Selmon's death:
"Tampa Bay has lost another giant. This is an incredibly somber day for Buccaneer fans, Sooner fans, and all football fans. Lee Roy's standing as the first Buc in the Hall of Fame surely distinguished him, but his stature off the field as the consummate gentleman put him in another stratosphere. Put simply, he was first class."
Selmon played college ball at Oklahoma, winning the Lombardi Award and the Outland Trophy in 1975. He was an All-American for the Sooners, who won national titles in 1974 and 1975. He played with his brothers Dewey and Lucious at OU.
Selmon was the first player named to the Buccaneers' Ring of Honor in 2009, the St. Petersburg Times noted. His No. 63 is the only one retired by the Bucs.
More: Full obituary | Pro Football Hall of Fame members | Winless '76 Bucs set standard for poor performance | Coach John McKay joins Selmon on Ring of Honor | SN's Buccaneers team page