In light of the substantial sums of money that the Texas Department of Housing and Community Affairs (TDHCA) was awarded through the American Recovery and Reinvestment Act of 2009, ways to maximize the efficiency of the agency’s various processes are highly sought after. The TDHCA environmental review process, which is required by the National Environmental Policy Act (NEPA), is one of the longest processes that people applying for federal funding through TDHCA must face. It is, therefore, a process that would substantially benefit the agency by being made more efficient. In this report, areas where applicants find the TDHCA environmental process to be difficult are illustrated by a systematic tabulation of the deficiency reviews sent to a sample of applicants from 2009. Additionally, survey data collected from people who submit environmental applications, and also people who review environmental applications, provides quantitative data about specific areas of the process where applicants meet with difficulty; and also qualitative data about where survey-takers feel the process could be made easier and more efficient. The data seems to indicate that applicants have significant difficulty knowing how to start the environmental process, the documents necessary, and how to fill out the necessary documents. In terms of suggestions, the results indicate that a more elaborate, user-friendly environmental webpage, complete with examples of required documents, and examples of how to fill them out, would make the environmental process exponentially easier for applicants. With the process being easier for applicants, TDHCA Environmental Specialists will hopefully not need to send out as many deficiency reviews to applicants, and will instead be able to review applications faster and issue environmental clearance quicker; thus making the process more efficient. / text

The thesis investigates potential methods of linking transportation planning in Texas, principally long range planning, with the environmental clearance process required of the National Environmental Policy Act (NEPA). The purpose of the research is to achieve time and monetary savings by streamlining the NEPA process. These savings result principally by reducing duplicative efforts performed during transportation planning and the NEPA process. To achieve this goal, the thesis reviews the effectiveness of practices and efforts done in Texas and around the country designed to encourage planning documentation that supports the NEPA process. The thesis then assesses the challenges involved with implementing these practices in Texas and makes a series of recommendations designed to be implemented by various agencies in Texas that would provide linkages between transportation planning and the NEPA process. / text

The transportation decision-making process takes on different forms in different states. The purpose of this study was to include and move considerations for national, state, and local security needs into the transportation project development arenas with a focus on Florida. A thorough and updated literature review was completed to determine the current state of the industry regarding incorporating security considerations into the transportation planning process. A review of current Federal, State, and Local laws and regulations concerning planning requirements was conducted to outline planning parameters and limitations. An information request letter was mailed to the key planning staff members for all 50 states in the United States, the District of Columbia and Puerto Rico and other key stakeholders. An online survey was conducted to determine public opinion about transportation security. As a result of these efforts, a modified PD&E process was developed, key findings were identified, future research needs were defined, and an outline of next steps was developed.

The dominance of motor vehicle use throughout America reflects a massive government intervention on behalf of automobiles. Congress directs billions of dollars into America's highway system annually, assuming that building new roadways is the best option to move people and goods from one place to another. These policies stand in direct contradiction to today's travel patterns. This research examines ways to improve federal law to achieve a more sustainable transportation future. First, it identifies the specific provisions in federal transportation law that inhibit the development of "low-build" transportation projects. Second, it describes challenges to halting roadway construction through litigation in federal court. Understanding the problems of federal transportation law and litigation sheds light on the ways to make positive change in the next federal surface transportation reauthorization. This research culminates in recommendations for how Congress can implement policies that require a comprehensive approach to transportation planning.

Information technologies (IT) have provided significant benefits for society. By drawing on the assumptions of the New Public Management (NPM) framework, the author investigates how, in one case, IT alters the policy implementation process. Additionally, the author tests reinforcement theory, sociotechnical theory, and technological determinism to determine which IT model best explains the utilization of IT at the Mississippi Department of Transportation (MDOT). This study examines the National Environmental Policy Act (NEPA) of 1969. By conducting interviews, analyzing documents, and examining a physical artifact, the author explores the administration of an economic impact analysis (EIA) that was conducted on the I-269 corridor. Using a quasi-experimental design, the author compared a control EIA with a test EIA that utilized the Regional Economic Modeling Inc. (REMI) software to determine how IT altered the EIA, which is required through NEPA. The control EIA process was conducted by MDOT, and the test EIA was administered by a research team from Mississippi State University (MSU). In this case, the author found that the utilization of IT altered the test EIA. First, the REMI model provided a broader scope and provided more variables and outputs for analysts to observe. Second, the utilization of REMI reduced the time associated with the data collection and analysis of the I-269 corridor. Finally, the author found that the projected economic impacts changed direction. In other words, instead of the construction of I-269 positively affecting the community, region, or state, the REMI model indicated that the construction of the corridor would negatively impact the surrounding areas. Finally, by tracing the utilization of REMI at MDOT, the author determined that reinforcement theory explained the initial adoption and utilization of IT. However, the author discovered the REMI model was not utilized in all EIAs. This finding highlights that MDOT has the discretionary power to adjust the methods utilized to investigate the economic impacts associated with highway projects. Therefore, while NPM promotes the utilization of IT for agencies to achieve objectives and transform bureaucracies, the research highlights a tentative critique of the NPM framework.

The National Environmental Policy Act (NEPA) declared the Federal government's commitment to comprehensive environmental protection. The cutting-edge of NEPA is its requirement for including an Environmental Impact Statement (EIS) for all major Federal actions significantly affecting the environment. Opinions about the effectiveness of NEPA's EIS requirement range along a continuum. On one extreme are those who view the NEPA process as essentially procedural and overshadowed by other environmental legislation which provide explicit standards of environmental protection for specific environmental values. On the other extreme are those who believe that NEPA provides substantive, comprehensive, and holistic environmental protection of all environmental values. Most of the research on NEPA and its EIS reqUirement has revolved around the act's procedural and substantive mandates. However, despite the proliferation of non-NEPA environmental legislation mandating the protection of such environmental values as air and water quality, land use, and wildlife and endangered species, very little attention has been paid to the role of the mandates and requirements of these legislation in the EIS process. This research effort characterizes the role of NEPA's EIS process in light of the mandates and requirements of this body of non-NEPA legislation to determine the extent to which it addresses the substance of environmental impact evaluation. Specifically, this research focuses on the following questions: • Is the body of non-NEPA legislation sufficiently comprehensive to cover the entire spectrum of environmental values making NEPA's EIS requirement redundant? • Does NEPA enhance the avenues for public participation in government decision-making provided by non-NEPA legislation? • Does NEPA address the impacts of large scale projects, public programs and policy decisions, and cumulative impacts in a more comprehensive manner than non-NEPA legislation? • Does NEPA enhance coordination and integration among Federal agencies in ensuring that environmental issues are addressed comprehensively? The study focuses on the civil works program of the U.S. Army Corps of Engineers (Corps). As such, all conclusions are applicable only to the Corps and are not generalized to other agencies to which NEPA's requirements apply. The study involved a literature review on the role of NEPA in Federal agency planning and decision-making and the development of five research hypotheses with respect to the questions outlined earlier. These hypotheses were then evaluated through a critical review of NEPA and of the role of NEPA and other legislation in Corps activities, and a case-study of a Corps-directed EIS of the Metropolitan Denver Water Supply System. This research effort concluded that there is a relative lack of redundence among the environmental policy and requirement provisions of NEPA and those of non-NEPA legislation—what exists is a complementary, albeit tenuous relationship. Complementary, because in theory and intent: • NEPA proclaims a national policy for all environmental values while specific legislation focus only on specific environmental values; • NEPA does not contain specific standards or requirements but draws from those contained in other legislation; • in the absence of NEPA, assessments of a project's impacts to specific environmental values would be disjointed and incomplete; • the antagonistic and synergistic impacts to various values preclude individualized assessments—such impacts may not be fully addressed in the absence of NEPA; and • NEPA's public participation mechanisms as well as its requirements to ensure coordination among agencies are necessary and complementary to the focused provisions of other legislation. Tenuous, because this complementary intent has not been fully realized in practice. While the intent of NEPA was to ensure the complete and comprehensive alignment of NEPA and non-NEPA legislation, the realities of NEPA’s implementation have brought to light a variety of obstacles. These include: • inadequate guidance on NEPA compliance with other legislation; • inadequate integration among agency planning procedures and procedures for compliance with the requirements of various legislation, and inadequate inter-agency integration mechanisms; • redundant pubic participation procedures; and • a general lack of internalization in Federal agencies of the true intent of NEPA’s national policy declaration. Recommendations to surmount these obstacles include among others: developing comprehensive guidance on NEPA compliance with other legislation; ensuring that agencies’ compliance procedures are standardized and consistent with one another; developing processes whereby NEPA's public participation procedures subsume those of other legislation; and creating a fully represented Federal task force to develop and recommend detailed options for streamlining NEPA implementation. / Ph. D.

As the scale and scope of infrastructure projects have increased, so too has the array of stakeholders either involved or impacted. Such projects often take years to come together and evolve with time through the actions of project sponsors and the engagement of various stakeholders. Stakeholders through engagement and input can help legitimize and improve large-scale project initiatives. Stakeholders can also marshal opposition that can delay or block these projects. Consequently, the significance of stakeholder involvement is critical in megaprojects. Governments have increasingly utilized public-private partnerships (PPPs) for megaproject delivery. This method introduces characteristics that distinguish PPP megaprojects from others such as: private control, profiteering, foreign profits, and long-term concessions. This study investigates whether differences exist between PPP and non-PPP megaprojects with respect to stakeholder involvement strategies and stakeholder issues raised in such projects. This research employed a longitudinal multiple case study approach that examined four tolled fixed crossing megaprojects; two of them were delivered as PPPs and two were delivered as design-build (i.e. non-PPP). The approach followed the design of prior studies in this area by De Schepper, Dooms, and Haezendonck (2014) and Winn (2001). Pre and post milestone event analysis captured trends and shifts in involvement strategies and stakeholder issues. Subsequently, stakeholder issue tables (organized by issue themes) and stakeholder mechanism tables (organized by mechanism type and information flow) were utilized for across case synthesis and comparison to identify similarities and differences. Analysis of stakeholder involvements across cases showed that NEPA establishes a baseline for involvement, but its requirements are not sufficient for megaprojects; a more comprehensive strategy is necessary. Further, although participatory involvements may be beneficial particularly in complex settings, these mechanisms must be carefully managed in terms of process and criteria for evaluating stakeholder input. Additionally, when private partners/contractors are involved in megaprojects, they become part of the project team and support a coordinated involvement approach. Examination of stakeholder issues indicated that issues that are common to non-PPP and PPP projects are more prevalent than PPP specific issues. In particular, issues related to tolling are dominant; moreover, toll affordability is extremely sensitive, and its severity is predictable based on affected area demographics and past toll escalation practices. The study provided insights about how megaprojects are shaped through actions of project sponsors as well as impacted and interested stakeholders. It also demonstrated how these projects become artifacts of aspiration for politically powerful figures. Lastly, it identified the main stakeholder issues and suggested a set of guidelines to assist future practitioners in developing better stakeholder involvement strategies, which should both enhance and legitimize megaprojects. / Ph. D.

The medium of language is important to environmental philosophy, and more specifically, to the establishment and understanding of environmental relationships. The differences between animal and human language point to our unique semantic range, which results from our neuro-linguistic process of signification. An examination of the linguistic implications of the problem of nature and the tenets of semiotics challenges the idea of a clean word to world fit. Because signs are the medium in which meaning is constructed, questions about nature must in part be questions of language. Environmental discourse itself is bound up in sociolinguistic productions and we must attend not only to what language says, but to what it does. NEPA functions as a speech act that systematically invokes an ethical framework by which it colonizes the domain of valuation and fails to provide a genuine opportunity for non-commodity values to be expressed.

Cytostatikabehandlingars emetiska biverkningar har en stor negativ inverkan på patientens livskvalitet. För behandling av cytostatikainducerat illamående och kräkningar så ges flera olika läkemedel, däribland 5-HT3-receptorblockare och NK1-receptorblockare. Syftet: finns det en skillnad i effekt, och i så fall vilken, mellan kombinationsbehandlingen NEPA (netupitant (NETU) och palonosetron (PALO)) och behandlingen APR (aprepitant) + 5-HT3-receptorblockare? Hur stor andel lindras av att få en NK1-receptorblockare (APR, NETU) utöver en 5-HT3-receptorblockare vid cytostatikabehandling? Litteraturstudie valdes som metod och 5 studier ingick med nästan 3000 deltagare. Resultaten av studierna visade på ett numeriskt övertag för NEPA över APR samt en signifikant skillnad i effekt vid tillägg av NK1-receptorblockare till behandling med 5-HT3-receptorblockare. Diskussionen ställde syftet mot resultatet genom att göra jämförande sammanfattningar av samtliga studier och diskutera och förklara fynden. Slutsatsen som drogs utifrån arbetet var att NEPA och APR behandlingen saknar signifikant skillnad, för patienten kan NEPA vara en enklare behandling att följa. Andelen som lindras av att få mot att inte få en NK1-receptorblockare var mellan 8% och 15%. / The emetic side effects that comes with chemotherapy have a big negative impact on the patient’s quality of life and is because of that important to treat to improve compliance with the chemotherapy treatment. Important antiemetic treatments include 5-hydroxitryptamin-3 (5-HT3) receptor antagonists and neurokinin-1 (NK1) receptor antagonists, they each block receptors that are involved in the emetic response that is triggered by chemotherapy treatment. The purpose of this thesis was to see if there was a difference in effect between NEPA, a fixed combination of netupitant and palonosetron, and APR combined with a 5-HT3 receptor antagonist, and if so, what the difference was. The second purpose was to find out the percent of patients that was helped by being given a NK1 receptor antagonist on top of a 5-HT3 receptor antagonist treatment. This literature study included five clinical trial studies found on the database PubMed. The results showed a numeric advantage for NEPA over APR as well as a significant difference in effect when NK1 receptor antagonists were added to 5-HT3 receptor antagonist treatment. The discussion put the purpose against the result by making comparative summaries of the studies while discussing and explaining the findings. The conclusion was that no significant difference existed between NEPA and APR-treatment, but for the patient NEPA might be an easier treatment to follow since NEPA is a single dose treatment taken on day one while APR is a treatment that is taken over three days. The usage of NK1 receptor antagonists on top of 5-HT3 receptor antagonist treatment significantly improved the relieving effects with 11%-13,1% in the overall phase for the patients.

Environmental planning and permitting for transportation projects is often seen as one of the top reasons for project delay. On design-build projects, this process is often treated as the critical path to advertising the project and on all transportation projects many critical phases of the project such as right of way acquisition, final design, and construction cannot begin until the environmental planning process is complete. The objective of this research is to identify challenges to the environmental planning and permitting process and opportunities for managing those challenges. To identify these challenges and opportunities, a synthesis of transportation and design-build research was done along with interviews with agencies leaders at seven State Departments of Transportation (DOTs). Once these challenges and opportunities were identified, example environmental planning documents and requests for proposals were reviewed from various State DOTs to document their usage. Additionally follow up interviews were conducted with environmental planning experts with experience on design-build projects from six of the State DOTs that were previously interviewed. This research contributes to the state of knowledge through providing comprehensive information on environmental planning and permitting challenges that must be managed on design-build transportation projects and opportunities for managing these challenges. Managing the identified challenges by utilizing these opportunities provides transportation agencies with opportunities to make the environmental planning and permitting process on design-build projects more efficient. This research contributes to the state of practice of transportation agencies through providing opportunities for streamlining environmental analysis and permitting that is vital to transportation agencies who strive to accelerate the delivery of design-build projects.