Higher populations generally translate into greater public impact, which in-turn can produce larger public outreach efforts. These answer choices were designed to capture the most common population scenarios in Idaho.

If you are unsure of the populations of your impacted cities, the following link will take you to a ranking of Idaho city populations based on 2010 census data: Idaho Cities. It is understood that within a city there are rural and less populated areas, and there are more densely populated areas. This has been considered in the answer choices, and it is up to your knowledge of the impact city or cities to determine the population density of the area impacted by your project.

By statute and by good practice, different levels of environmental analysis dictate commensurate levels of public involvement and outreach to successfully complete an environmental document. NEPA requires that an appropriate public process be followed to provide the critical public perspective in an environmental analysis. Beyond that, however, transportation departments and decision-makers are well served by involving the public to the appropriate degree, even going beyond the minimum NEPA requirements, when considering a proposed transportation action. Not only does it provide the transportation department with better credibility and build the relationship of trust necessary for sustainable transportation solutions, but it also leads to better decisions most of the time. An environmental process that is informed by a variety of perspectives is infinitely more defensible and provides better solutions.

Reminder:NEPA has specific requirements regarding public involvement. Please refer to the NEPA section, page 11 of the ITD Guide to Public Involvement to determine if there are specific tools required for your project.

The calendar length of potential impacts is a strong indicator of communication need. History has taught project teams that the public can endure almost any impact for a brief period of time, if the appropriate notification is provided and adequate accommodation is made for alternative means of getting from here to there. When impacts are stretched over an entire construction season or span years rather than months, a more rigorous public involvement and outreach campaign is typically warranted.

Transportation decisions are based primarily on technical analysis and other environmental and public considerations, which must include political weight and opinion. Gaining and maintaining political credibility with elected officials at all levels of government has long been a goal of the department. To ensure political capital is not expended unnecessarily, project teams must take into account the potential political impacts associated with a transportation project.

Consider the factors that moved your project to construction. Was there a mayor, county commissioner or state representative particularly interested in the success of this project? Conversely, sometimes projects on the state system are not supported by local elected officials, requiring targeted outreach to help construction go smoothly.

Political interest also is not limited to elected officials. Some cities have highly influential appointed city managers, and some projects may be strongly supported or opposed by an Idaho Transportation Board member.

Closely related to political considerations is the level of interest and coordination necessary with affected agencies and special interest groups. A rotomill and overlay project along a minor arterial within the limits of one city, for example, will require far less agency coordination than would a proposed freeway running through multiple cities and spanning several counties. Care should also be taken to consider Native American Tribes, non- and quasi-governmental agencies (such as school districts), environmental and other special interest groups, utility companies, and neighborhood and other citizen/community groups. Close coordination with existing groups will provide a strong foundation upon which other outreach activities can be built, be it coordination with one neighborhood and one city or multiple agencies and municipalities.

Though not an absolute, in most cases the bigger a project's budget, the bigger its impact to the public. As such, a project's programmed amount is often a solid indicator of public involvement and outreach need.

Over time, department personnel and project teams come to know and recognize geographic areas or special groups of people who have a history of particular reactions to transportation projects. This historical perspective is vital to consider in planning for public involvement and outreach. Reviewing project histories and conversing with past project managers or team members is useful in finding out which areas or groups have strong opinions about the department in general or about specific transportation issues.

Many factors are indicators for potential stakeholder conflict: access management, right-of-way, severe lane restrictions or full closures, impacts to business districts, etc.. All of these provide ingredients for conflict with stakeholders. Taking these less technical - but no less important - considerations into account can guide project teams in planning appropriate public involvement and outreach.

Both the geographic size of a study or project area and the type of facility being considered are vital considerations in the potential impact of a transportation project on the public. Visit the ITD Functional Class Map to determine the functional class of the roadway you will be impacting.

Considering the sheer number of directly affected stakeholders and the likely impacts to them is a sound measure for analyzing outreach need. Impacted properties are often in the construction zone, but they may also be outside of it where traffic is backing up or on a detour route. Also consider the time of the year work is occurring. In farming areas, for example, the impact to properties may be greater during harvest.

Care should be taken, however, not to assume too much based solely on the number of affected properties. While a larger number provides a good case for a larger effort, often intense impacts directly to a small number of stakeholders can be just as demanding in terms of public outreach and involvement.

While somewhat subjective, this question allows project teams to consider such factors as ADT, facility type, Level of Service (LOS), and anticipated traffic/construction impacts in determining user impact. Each of these factors will vary from project to project and from area to area. As such, an overall anticipated impact to the traveling public should be weighed. Also consider the time of the year work is occurring. In farming areas, for example, the impact to truck traffic may be greater during harvest.

When considering traffic impacts, such as detours and delay times, assume the following:

• Very Low: No impact or minor speed reduction.
• Low: Partial road closure with minimal delay or speed reduction.
• Moderate: Partial road closure with moderate delays or significant speed reduction.
• High: Partial road closure with shared lane and significant wait time.
• Very High:Complete road closure with significant detour

The acquisition or temporary usage during construction of private property is likely one of the most tangible impacts a transportation project can have, affecting life decisions for many stakeholders. As such, the complexity of easement and right-of-way impacts must be considered.

In some cases, impact to right-of-way may not always involve acquisition. Consider questions with your project team such as: Will adjacent properties be adversely impacted by drainage and runoff? Does the community plan any companion projects, for example a downtown beautification in the city right-of-way?

Design/Build projects were new to Idaho in 2012, therefore the department does not have significant direct experience with the process. It is, however, understood through relationships with other state DOT's that there are inherent unknowns that come with designing and constructing a transportation project simultaneously.

A construction public outreach plan benefits from knowing the public climate that was discovered during the environmental and design phases. To account for that lack of knowledge, it is good practice to lean on a higher level of outreach. After construction begins, it is always easier to decrease a project's level of public outreach than increase it.