Senate Bill May Weaken Smaller Metros, Empower State DOTs

In Indiana, the state DOT wants to build a 142-mile extension of Interstate 69, but the Bloomington metropolitan planning organization won’t allow it – the group had written the road out of its three-year transportation plan and members are standing firm, refusing to write it back in. The MPO in Charlottesville, Virginia, similarly, long fought the construction of a $245 million, six-mile bypass the state plans to build to accommodate freight traffic.

The proposed I-69 route through Indiana. Since, it represents just 92,000 people, the Bloomington MPO fighting the highway segment through their region could face elimination under the Senate bill.

These local MPOs often (though not always) see the importance of things like urban transit and active transportation where states too often focus on big road-building projects. MPOs can provide a buffer between communities and state transportation bureaucracies, re-orienting priorities back to the local level.

There are 384 MPOs in the country. Two-thirds of them represent communities of less than 200,000 people. And there’s an existential threat to all of those MPOs in the new Senate transportation bill.

The bill states that the “continuing designation” of an MPO representing an urbanized area of under 200,000 people “shall be terminated” unless it meets “the minimum requirements established by the regulation,” to be determined by the Secretary of Transportation. Those “minimum requirements” have not yet been spelled out, and the Association of Metropolitan Planning Organizations (AMPO) is nervous about such vague wording.

AMPO Director Delania Hardy said that right now, no one knows what it means, exactly, to demonstrate “technical capacity,” as required in the Senate draft. “It’s a very fuzzy term that doesn’t have a lot of explanation in their text,” she said. She went on:

If we wound up with somebody who’s a pretty hardcore “let’s cut-cut-cut,” they could put together a stack of things that are almost impossible for the sake of killing off these MPOs. It could go that way.

And then, you could also wind up with someone who understands the value of involving your public participation, involving your local elected officials, keeping these things that have been around, in some cases, since the early 1960s, and they could say, “if you guys are able to do [the two main responsibilities of an MPO: the Transportation Improvement Program] and the long-range plan, and you’re able to satisfy your federal requirements and go beyond and take it to the next level, living up to the spirit of the law, maybe then everything’s OK.”

But there are some huge question marks in the way this bill is drafted right now.

The risk of dissolution of smaller MPOs would affect some people disproportionately. For example, eight states don’t have any urbanized areas of more than 200,000 people, so all of their MPOs are at risk. Besides, some small-population communities have large-scale transportation and planning issues affecting them – like those that lie along major trucking and freight corridors, for instance.

Charlottesville's MPO board tried for a long time to stave off excessive road-building. Will some small MPOs get the axe from the new Senate law? Photo: ##http://www.cvillepedia.org/mediawiki/index.php/MPO_Policy_Board##Cvillepedia##

This idea of creating a mechanism to eliminate MPOs was floated in the leaked Obama administration draft of a transportation bill in the spring. The provision has been toned down some from that version, which reportedly was written by staff members at FHWA and FTA and hadn’t necessarily been approved by the higher-ups.

Senate aides say the idea is simply that, in a more performance-oriented bill, there should be accountability measures for everyone, “so just being an MPO by itself, with no criteria at all as to how that fits or what role they play” isn’t enough. They also say that with four years to satisfy those requirements, it “gives MPOs the opportunity to remain a very important player in the process.”

“It’s not an ‘on-off switch’ for smaller MPOs,” said one staff member.

AMPO itself has seen the writing on the wall for years and now supports limiting the creation of new MPOs to communities of under 100,000 people. Hardy says the National Association of Development Organizations, AMPO’s rural counterpart, also represents those communities. But still, Hardy would grandfather in any existing MPOs, and she worries that the Senate isn’t planning to take that precaution [PDF].

Some environmental and smart growth advocates are concerned that eliminating MPOs would weaken the impact of the strongest state-level smart growth law in the country, California’s SB 375. The law tasked California’s 18 MPOs with creating “Sustainable Community Strategies,” including integrated land use and transportation planning, to reduce emissions. If some of those MPOs disappeared, the impact of SB 375 on those small metros would be thrown into question.

  • In California, I think we have two MPOs that serve under 200K population.  Kings County AOG serves about 150K population in the Central Valley. Shasta County  RTPA is just under 200K in northern California.

  • Boris

    I think that MPOs should more accurately reflect the urbanized areas they are in by covering whatever is the urbanized area in its entirety. MPOs make sense in areas with a population as small as 100,000 because they often have complex transportation planning issues and may even have transit systems. However, the downstate NY MPO, NYMTC, covers more than 12 million people, but is still too small because it does not include parts of NJ that clearly form a part of the local transportation network. 

    Congress is right in understanding that MPOs need to be reformed, but it is using a meat cleaver where it needs a scalpel.

  • Dlovaas

    This is a huge policy change that deserves more scrutiny and shaping before enactment. Generally “subsidiarity” is a useful principle when thinking about governance, meaning that the closer government is to the local level the better. This could shift a lot of power to state capitols and federal agencies, something that’s of debatable value.

ALSO ON STREETSBLOG

What Washington Can Do For — And Alongside — Metro Area Planners

|
At one point midway through yesterday’s Brookings Institution forum on metropolitan planning, moderator Chris Leinberger quipped that Portland was deliberately not represented. It’s not that Portland isn’t a model of sustainability, he explained, but that "we all have Portland fatigue" — that urban policy thinkers are eager to expand the models of local development beyond […]

How — and When — Can D.C. Help Local Transport Reform Happen?

|
A map of the areas served by transport MPOs, pictured in color. (Photo: NARC via Kaid Benfield) In a new op-ed for Citiwire, former Indianapolis mayor and GOP member of Congress Bill Hudnut suggests six ways that Washington can train the nation’s 350-plus metropolitan planning organizations (MPOs) into tools for smart and environmentally sound transportation […]

Oberstar Tackles Metro-Area Transportation Planning

|
The debate over funding distributions between highways and transit tends to attract a lot of attention, but advocates are increasingly seeking other methods to achieve transportation reform — as my colleague Ben Fried showed in his recent interview with John Norquist, president of the Congress for the New Urbanism. Norquist has described the highways-transit dichotomy […]

Will California Achieve Its Anti-Sprawl Targets?

|
Photo: Mark Strozier As California’s big four metropolitan planning organizations (MPOs) try to determine how much they can influence growth and reduce greenhouse gas emissions, significant questions remain. The state’s Senate Bill 375, typically referred to as the Anti-Sprawl Bill, requires planners and policymakers to develop meaningful solutions to curb sprawl, reduce driving, and promote […]

Will California Achieve Its Anti-Sprawl Targets?

|
Photo: Mark Strozier As California’s big four metropolitan planning organizations (MPOs) try to determine how much they can influence growth and reduce greenhouse gas emissions, significant questions remain. The state’s Senate Bill 375, typically referred to as the Anti-Sprawl Bill, requires planners and policymakers to develop meaningful solutions to curb sprawl, reduce driving, and promote […]