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Have you ever created a Facebook Page but found it necessary to change the page name after?
Since the FB Timeline for Pages was only launched recently, some of you may still be using the old Facebook Page for your businesses. For whatever the reason you may need to change your Facebook Page, but find it unable to do so since you have amassed more than 100 Likes. Take note that there is no promise that Facebook will immediately make the changes for you, but logically, provided that you gave them a valid enough reason for the changes to be made, Facebook will make the change. Changing your Facebook Page name is not as hard as you may think, but please also be reminded that the ease of it all is only applicable to pages with not more than 100 Likes.
A week after we posted this article, Facebook has revised their acceptance in vanity URL change request, and now you can no longer request for a change, however, you are allowed to request to change your page name i.e. Now you will be redirected to the change request form, fill up the form with the current page name, desired page name and the reason why you want to change your page name. Once the form is submitted, Facebook will send an email requesting you to provide supporting document if required. A name change affidavit form is of huge importance to the concerned person who intends to shift to a new identity – to a new name of his own following the set regulatory norms.
Microsoft® and Microsoft Excel® and Microsoft Word® are registered trademarks of Microsoft Corporation. Agencies can use travel demand models to validate or update their functional classification assignments. While the nation's roadway system is mature in comparison to the 1960's-era highway system, the concepts and processes pertaining to the original Federal functional classification system are still relevant. A primary objective of the functional classification system is to connect traffic generators (population centers, schools, shopping areas, etc.) with a roadway network that channelizes trips logically and efficiently.
When developing a functional classification network in a given area, the same basic procedures should be followed, whether the functional classification is applied in a rural or an urban area.
Preserve the continuity of Principal Arterials (Interstates, Other Freeways & Expressways and Other Principal Arterials). The network of Minor Arterial roadways will usually intersect roadways in all other classifications.
In general, the spacing between Principal Arterials should be greater than the spacing between Minor Arterials.
Minor Arterials in urban areas should provide service to all remaining major traffic generators not served by a Principal Arterial, and they provide adequate area-wide circulation.
Note: Under MAP-21, the National Highway System (NHS) was expanded on October 1, 2012, to include the Principal Arterials at that time.
Collectors, which may have an important land access function, serve primarily to funnel traffic between Local to Arterial roadways. A road that is not designated as an Arterial but that connects larger generators to the Arterial network can be classified as a Major Collector. In rural areas, Minor Collectors should have approximately equal distance between Arterial or Major Collector routes for equal population densities, such that equitable service is provided to all rural areas of the State.
Roadways that connect to and allow for the interchange of traffic with Principal Arterials are most likely to be Other Principal Arterials, Minor Arterials or Collectors. Avoid, if possible, within spacing guidelines, assigning the same functional classification to parallel routes. In general, the more intense the development, the closer the spacing of roadways within the same functional classification category.
Ensure that each route terminates at a route of the same or higher functional classification. In rural, sparsely developed areas, the spacing of various functional classification categories is often not a helpful criterion in determining functional classification. In most cases, the most direct, most improved and most heavily traveled route should be chosen for connecting medium and small size traffic generators. FHWA encourages States to develop their own more detailed and more quantifiable guidelines.
The following section discusses and recommends a series of good practices that State DOTs may follow to keep the functional classification of its roadways as accurate as possible.
State DOTs are charged with ensuring that the functional classification of their roadways is kept up-to-date. Actively maintaining the functional classification attributes of roadways will reduce the level of effort needed for the periodic updates. Have new significant roadways been constructed that may warrant Arterial or Collector status? Has any previously non-divided Principal Arterial roadway been reconstructed as a divided facility? Has any new major development (such as an airport, regional shopping center major medical facility) been built in a location that has caused traffic patterns to change? Has there been significant overall growth that may have caused some roadways to serve more access or mobility needs than they have previously? Have any Arterial or Collector roadways been extended or realigned in such a way to attract more through trip movements? A key success factor for State DOTs is to have a well-documented process for changing the functional classification of an existing roadway.
Many State DOTs have developed a functional classification change request form (see Figure 4-1).
When new Local Roads get added to the State's roadway inventory databases, as a good practice, State DOTs should evaluate how closely their roadways fit within each functional classification category based on the percentage guidelines found in Tables 3-5 and 3-6. Transportation agencies rely on a variety of up-to-date spatial data to carry out their planning, maintenance and operations responsibilities.
State DOTs identify new roadways and roadway improvements in their Statewide Transportation Improvement Program (STIP).
As DOTs move toward integrated, enterprise-wide GIS-based asset management systems, it is becoming increasingly important to ensure consistency between traditional tabular roadway inventory data and geospatial databases representing the physical roadway network. As shown above, GIS systems enable roadway segment color coding for validation and public display. State DOTs should create a 2-way communication network with internal and external users of functional classification information.
Whether processing a single functional classification change request or conducting a comprehensive statewide functional classification review in response to the establishment of the updated Adjusted Census Urban Boundaries, a variety of planning partners should be involved to ensure informed consent of the functional classification designation for a State's roadways. State DOTs should complete the adjusted urban area boundary process within 2 years of the boundary release date. The functional classification update should be completed within 3 years following the approval of the adjusted urban area boundaries.
For the sake of efficiency, a single specific unit with the DOT should be responsible for maintaining the official functional classification designation of all roads within the State. DOT regional or district offices may be responsible for submitting system revisions for all State highways outside an MPO's planning area and coordinating proposed system revisions for areas within the planning jurisdiction of an MPO.
Once a change has been approved by the FHWA Division Office, the State DOT may revise the official repository of functional classification information and update ancillary systems and work products to reflect the change. Counties may be responsible for initiating functional classification changes on roadways under their jurisdiction but outside of an MPO planning area. In addition to MPOs, counties and State DOTs, other local government and regional entities - such as cities, rural transportation planning organizations, regional development commissions, councils of government, etc. This section of the guidance outlines a series of recommended technical and procedural steps to review the functional classification of a State's roadway network.
The following suggested procedures offer the most robust and detailed steps in the update process (Figure 4-4).
States and their partners should re-evaluate the functional classification of the road system at least every 10 years, coinciding with the decennial census.
FHWA Division Offices may correspond with State DOTs to formally launch the functional classification system review. The following listing presents a good practice level functional classification review process with a 24 month completion timeframe, following approval of the adjusted urban area boundaries.
Incorporate Functional Classification Changes into Enterprise Systems Once FHWA approval has been received, any proposed functional classification changes should be made into the enterprise database systems that house the official records of roadway functional classification. Huntington Road in the Town of Blandford and Blandford Hill Road in the Town of Huntington no longer provide access to through traffic. The Department of Homeland Security recently closed access to Cobble Mountain Road in the Town of Blandford in order to increase security of the Cobble Mountain Reservoir.
Table 4-2 presents good practice milestones for the overall development and submittal process.

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A change order request form is a unilateral written order by the owner, architect, engineer or any authorized person in charge of a project by which he directs the contractor to change or modify the contract amount, time to be taken for the project or any other requirements etc, with or without the contractor’s consent. You can Download the Free Change Order Request Form, customize it according to your needs and Print.
Well, you are not alone, in fact many businesses face the same situation in the midst of figuring out the best name to put on their Facebook Page. The general idea is that on the 101st Like onwards, no more name changes are allowed, no matter how big a spelling error you have made on your Facebook Page name.
Therefore in this tutorial, we will guide you on how to rename your Facebook Page in both classic Facebook Page as well as the new FB Timeline for Pages. When you have reached 101 likes on your Facebook Page, the changing of the page name will require approval from Facebook. These models and the software they use produce estimates of the number of trips that travel between activity centers as well as the flows of travel on roadway segments. Currently, each State maintains a categorized roadway network consistent with the Federal functional classification system. The following section briefly presents an adaptation of the key recommendations of the 1989 guidance document, which is based on an earlier 1960's era document. For the most part, these State-specific documents are based upon FHWA's 1989 document, augmented with additional details as necessary. As classification proceeds from identifying Arterials to Collectors to Locals, the perspective (and size) of traffic generators also moves from a larger to a smaller scale (or from a smaller to a larger scale, if starting from the local development). However, due to the differences in population and land development intensity between rural and urban areas, the process and considerations used to classify roadways may be different. Traffic generators should be categorized based on their relative ability to generate trips and be first stratified into urban and rural groupings. To determine the functional classification of roadways, work from the highest mobility facilities first by identifying Interstates, Other Freeways & Expressways, Other Principal Arterials, then Minor Arterials and Collectors (Major, then Minor). Control of access is perhaps the easiest criterion to apply, since roadways with full or partial control of access will most always be in the Arterial classification category. Continuity of Principal Arterial routes traveling from rural areas, then into and through urban areas, should be preserved. They often serve as buffers between incompatible land uses and should avoid penetration of residential neighborhoods. Notable exceptions to this rule in intensely developed area exist in cases where high volume roadways actually function as Collectors that serve traffic movements between Locals and Arterials or provide a high degree of direct access service to abutting land uses. The land access function of Principal Arterials is subordinate to their primary function of providing mobility for traffic not destined to land adjacent to the roadway. Because traffic volumes in the outlying portions of an urban area are generally lower than in the more densely populated central areas, the traffic volume on a Minor Arterial in the central city may be greater than the volume on a Principal Arterial in a suburban area.
In order to bridge this gap, Collectors must and do provide access to residential neighborhoods.
Major Collectors generally are busier, have more signal-controlled intersections and serve more commercial development. After Major Collectors have been identified, Minor Collectors should be identified for clustered residential areas that have yet to be served by a roadway within higher classification categories.
In the event that parallel routes are determined to provide identical functions, a determination should be made as to which of the routes is more important (as perhaps indicated by traffic volumes); the other parallel route(s) will be assigned the next lower functional classification. In less dense suburban locations within an urban area, neighborhoods tend to be larger than in the more dense central parts of cities. As each subsequent category in the functional classification hierarchy is identified and added to the system, the continuity of the system must be maintained. The state of Wisconsin has developed robust algorithms taking into account factors of the population of the areas connected by a roadway, land use, spacing and current AADT volumes.
In addition, FHWA recommends that States update their functional classification system continually as the roadway system and land use developments change. As State DOTs work with their local transportation planning partners on various initiatives such as long-range planning activities and project programming and development, issues related to the functional classification should be kept in mind. This process, along with a description of what the functional classification is and why it is important, should be readily accessible on the internet. These forms ensure that consistent information and evidence supporting such a change are provided.
If any significant differences are found, steps may be taken to either correct or explain them. The most important element of this, for functional classification purposes, is an accurate GIS-based inventory of all roadways for a given area. The example shows the merging of a GIS network and an underlying database containing functional class information. Therefore, it is important that the linearly referenced tabular data, when integrated into a state DOT's traditionally separated databases, be dynamically segmented on a routed roadway network and be spatially correct.
An example of a color coding scheme for roadways by functional classification is shown in Figure 4-3. The unit within the State DOT responsible for maintaining the official functional classification network should keep a list of internal and external users of functional classification information and provide them with guidance and a mechanism for updating functional classifications. MPOs may initiate requests for revising the functional classification of a roadway within their planning area, either on their own initiative or on behalf of member jurisdictions. This unit should also be in charge of coordinating with FHWA on matters related to functional classification and be the final State decision-maker for all functional classification issues. Counties within an MPO's planning area should coordinate proposed system revisions with the MPO and submit any proposed changes to the State DOT. These tasks should be conducted through a collaborative effort between each State DOT and its local planning partners.
Even for the most challenging of circumstances, the process of official review and submittal of the updated functional classification system can take less than 36 months to complete from the time of FHWA approval of the adjusted urban area boundaries.
FHWA highly recommends that this process be completed within 3 years of the formal approval of the adjusted urban area boundaries so that all States are coordinated with the same census. This notice, which can accompany the approval of the adjusted urban area boundaries, reminds the State DOTs of their responsibilities and provide information regarding how and when the functional classification information should be submitted.
Establish a functional classification review team composed of State and regional planners that have a vested interest in the final delineation of the functional classification designations. Contact various local planning partners to explain the task at hand and request their participation. As necessary, a State DOT will work with the local planning partners to ensure that the functional classification review and update process meets their expectations.
The State DOT must review a local or regional transportation agency's proposed changes to ensure that they are reasonable.
Once the State DOT has successfully reviewed and concurred with all recommend functional classification changes, it should submit the draft final functional classification network to its FHWA Division Office for final approval. These functional classification changes should be forwarded to FHWA HEPP for inclusion into the HEPGIS database and also be incorporated into the June 15th HPMS data transmittal. Consequently, it is recommended that all roadways discussed in Reference #2 in Table 1 be downgraded to Local Roads due to the inaccessibility and lack of continuity of the roadway functional classification system.
These cannot be just any changes but must deal with and be within the scope of the agreement.
While functional classifications of some roadways can and do change over time, the functional classification of the vast majority of roadways remains stable. To obtain a complete understanding of functional classification procedures in a particular State, these supporting documents should be reviewed as well. Because functional classification is part art and part science, these procedures are a blend of detailed, task-oriented steps and qualitative guidelines. Traffic generators thought to be significant enough to be served by a Major Collector or higher should be categorized into five to eight groups (it is better to have too many groups than to have too few, especially toward the lower end of the scale).

Then, by definition, Local Roads will be all of the roadways that were not classified as Arterials or Collectors. It is therefore advantageous to identify these roadways first, providing a convenient starting point in defining the Arterial system. For example, roadways that border on high-activity, low-land area generators may carry proportionally high volumes of traffic while functioning as Collectors. Minor Arterials, on the other hand, have a slightly more important land access function (although even for this classification category, this is a secondary consideration). Areas with poor service can then be identified by comparing the data with a table of desirable Collector spacing (mileage between routes) versus population density. These less dense areas generally do not require the same close spacing of facilities to serve traffic as the areas closer to the central business district. States should also consider reviewing their systems every 10 years to coincide with the decennial census and the adjusted urban area boundary update cycle.
Typically, information - such as the roadway location, the justification for the change and letters or signatures expressing local support - is required.
However, this refinement process should not be conducted simply to keep adding or removing roadways until certain percentage guidelines are met.
This inventory contains the current functional classification of all roadways and AADT estimates to calculate daily VMT.[5] Total mileage and total DMVT can then be calculated for the entire network, independent of functional classification, thereby providing the denominator for the mileage and DVMT percentages by functional classification. A variety of other GIS data can be useful in the functional classification evaluation process - this includes land use, major traffic generators and digital ortho-photography. Because the network, as represented in the GIS system, does not correlate completely with the roadway section representation of the non-GIS database, the displayed non-GIS database information appears to be inaccurate. This issue may become apparent when roadways are mapped and symbolized according to their functional classification. Increasingly, enterprise-wide databases and information provided over the internet (either with static PDF maps or more sophisticated interactive, dynamic online mapping applications) allow end-users quick and convenient access to roadway attribute information, including functional classification.
For requests originating from a member jurisdiction, the MPO may conduct an initial review to ensure compliance with functional classification criteria.
The unit should also ensure that all submissions for changes to the functional classification of a roadway have followed the appropriate documented procedures. In an ideal setting, the State and its partners should assess whether its roadways are properly classified on a continuous basis. FHWA considers the State DOT to be the authority during this process and relies upon it to take an active leadership role.
Individuals with experience in Federal transportation funding, highway design, traffic operations and the metropolitan transportation planning process should have a seat on the committee.
Incorporate approved adjusted urban area boundaries in the enterprise GIS system and produce functional classification maps at a variety of scales that are relevant to local planning partners. This transmittal should include specific instructions in terms of data formats, spatial accuracy, update processes and expected completion dates. Special attention should be paid to the consistency of classifications at regional boundaries, overall route continuity, spacing and mileage and DVMT percentage guidelines. The specific geospatial format of data delivery should be worked out between the State DOT and its FHWA Division. For this reason, it is recommended that this roadway be downgraded from a Rural Major Collector to a Local Road.
A change order form is also called a modification order and all the procedures and requirements of a change order, dealing with a departure from previously agreed upon plans and specifications for construction, are governed by contract terms and contract law. Consequently, the focus of each State's efforts should be to identify roadways where the functionality has changed. These procedures do not eliminate judgment from the classification process, but when used as a guide, they help to apply judgment in a sound and orderly fashion. Regional traffic generators adjacent, but outside of the area of interest, should also be identified. For example, the group of generators ranked highest should all be symbolized with the largest symbol. In other words, begin with a wide, regional perspective to identify Principal Arterials, then gradually move to smaller, more localized perspectives as Minor Arterials, Major Collectors and Minor Collectors are identified. Bearing in mind that the classification process is as much art and science, it should still be as systematic, reproducible and logical as possible. The mapped functional classification designations often stop short or slightly overshoot their proper terminal location.
Additionally, internal linkages and strong lines of communication with the DOT offices responsible for asset management, system inventories and operations can ensure that updates and changes to their roadway databases are transferred to a master GIS inventory which the functional classification process has access. Typically, MPOs will forward requests along with their recommendation for approval or disapproval to the State DOT unit responsible for maintaining the functional classification information.
If the State DOT approves a change, the unit should submit the change, along with supporting information, to the FHWA Division Office for their review and approval.
Because new roads and major land development projects take years of advance planning, State DOTs should anticipate and respond to functional class adjustments in tandem with development activity. This review team should be responsible for reviewing proposed changes to the functional classification network from local planning partners. For many areas in which engaging local partners can be difficult, it is appropriate for State DOTs to be responsible for reviewing the functional classification of roadways. The functional classification guidance document should also be shared with everyone involved in this process. Regional workshops hosted by MPOs can be valuable in ensuring that there is a common understanding of the process and the schedule for delivery. In addition, DOTs should coordinate with neighboring States to ensure consistency at State boundaries. Separately, hard copy maps at a scale sufficiently small enough to evaluate the functional classification network should be provided.
These changes can take the form of newly constructed, re-aligned, extended, widened or otherwise reconfigured roadways. These groups will be used to identify the functional classification of connecting roadways. Additionally, states and their planning partners (to be discussed later) should document their methodology and attempt to follow it as consistently as possible. In some cases, local governments work directly with the State DOT, with concurrence from the MPO.
Upon receipt of FHWA approval (or disapproval), the DOT should notify the affected local jurisdiction of the decision. Additionally, the entire network of roadways should be reviewed after the development of the adjusted urban area boundaries. While the exact details surrounding information exchange may vary from state to state, the local planning partners are generally expected to review the current functional classification network, in the context of the newly revised adjusted urban area boundaries, and submit a set of proposed changes to the functional classification of roadways in their area.
Should the Division Office have any issues with the proposed functional classification network, the State DOT and the affected local planning entities should meet to decide upon a mutually agreeable solution. Equally important are changing land use and development patterns - growing residential areas, newly developed commercial or industrial centers and construction of isolated traffic generators can all have a profound impact on the roadway network serving these developments. Population, sales tax receipts, retail trade, visitation and employment are some examples of factors to consider when ranking traffic generations according to their significance. For those State DOTs that actively maintain and update the functional classifications of their roadway system, this formal process should be rather straightforward.
In-person or video conference meetings can be extremely valuable to ensure proper communication and mutual understanding.
Whether a large or minimal number of changes, sufficient explanation should be provided to justify each recommended functional classification change (see Table 3-1: Characteristics of Urban and Rural Arterials for examples). Note: Any changes to the National Highway System (NHS) will need to be coordinated with FHWA HQ Office of Planning, Environment and Realty. State DOTs should establish, with local planning partners, a collaborative process of monitoring development and roadway usage patterns to ensure that the functional classification system is kept current. Approval of changes to the NHS happens in FHWA HQ, and the procedures for modifications are detailed in 23 CFR 470.

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