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The comparison will measure the cost of one alternative against another and will not take into account improvements in existing roads necessitated by a bypass. While acknowledging that the issue “is not one we can ignore,” Mr. Pederson explained “it’s not within the scope of this study to estimate the cost of improvements needed elsewhere in the system as a result of the bypass being built.... It’s not a rigorous cost analysis.” But he did say that the study will indicate where traffic problems may arise elsewhere in that' system.
According to Mr. Bellomo, once the alternative routes are decided, the consulting firm will “set up criteria for the interchange spacing . . . look at junction points” and forecast changes in land use and traffic flows arising from the new transportation facility.
The citing of interchanges “is one of the major issues on which we expect feedback from the local jurisdictions” in the superhighway’s path, ! added Mr. Pederson.
Local jurisdictions will also be expected to provide data on the “holding capacity” for each district. That information will be factored into a complicated formula as part of current land use statistics, which when coupled with employment by type, population income, and “impedance matrix”, a combination of distance and time between residence and emplyment, will forecast the effect of the bypass on future land use. The DRAM residential reallocation model and IMPAL employment model, developed at the University of Pennsylvania and used previously by BMI for planning projects elsewhere in the U.S., is “the best state of the art,” Mr. Bellomo said.
The models will give the year 2010 distribution of population, households, and employment for each of the 12 bypass route alternatives being evaluated in the preliminary stages of the study. The models will also provide data on jobs to be gained or lost in each district as a result of bypass construction and an evaluation of the “pressure of un
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