VISTS
September/October 2007 


What’s Inside: 

Roadside Reflections ............ 2 

Capital Corner ..................... 3 

Ten Secrets Of Successful 
Pitching ............................... 5 

Upcoming Training & 
Educational Opportunites 
From The Resource Center ... 5 

A Partnership Focused On 
A Pathway To The Future ..... 6 

An Event Of Mammoth 
Proportions.......................... 7 

Roadside Assistance..............8 

Basics Of Economic 
Measurement .................... 10 

Calendar............................ 12 


Published in cooperation 
with the Federal Highway 
Administration by: 

America’s Byways 
Resource Center 

394 Lake Avenue South 
Suite 600 
Duluth, MN 55802 

1-866-974-6403 
www.bywaysresourcecenter.org 


SCENIC CONSERVATION WORKSHOP
MOHAWK TOWPATH BYWAY
By Eric Hamilton, Byway Leader 

Mohawk Towpath 
Byway Background: 
Steeped In History 

A number of themes knit 
together to form the story of 
New York’s Mohawk Towpath 
Byway, which is along “the Erie 
Canal - the Water Way West.” 
Cohoes and Waterford are at the 
eastern end of the byway. Cohoes 
was a textile-manufacturing center. 
Historic textile mill architecture 
is currently being converted to 
upscale loft apartments. The 
Village of Waterford, just north of 
the river, is the oldest incorporated 
village in the U.S., and the eastern 
end of the current Erie Canal.


SIDEBAR: Editor’s NotE: 
The America’s Byways Resource 
Center is funding a series of six 
Scenic Conservation Workshops 
for byways, delivered by Scenic 
America. State Coordinators 
nominated byways from their States 
and candidates were interviewed. 
Final selections were made by a 
random drawing of qualified 
candidates. Mohawk Towpath 
Byway (New York) held the first 
of these workshops, and the 
following is a summary of the 
workshop process and outcomes 
from byway leader Eric Hamilton. 
 
These two eastern anchors of 
the byway reflect a major part of 
Our Industrial Heritage. Industrial 
goods were shipped west during 
the Industrial Revolution on the 
Erie Canal. Settlers and their 
belongings also followed the 
Erie Canal during the country’s 
westward expansion. 

PHOTO: Group standing outside 
listening to speaker

Agricultural areas and open spaces 
constitute the byway’s midsection. 
Agriculture in this area was 
enhanced by the efficiencies 
afforded by the new manufactured 
goods. Agricultural products, 
lumber and ice were shipped to 
feed and house those living in 
the growing industrial centers.

The early Dutch settled the 
western frontier outpost of 
Schenectady. Trade with Native 
Americans was an important 
part of the economy even as
late as the 1800s. In the 1890s, 
Thomas Edison set up shop 
and Schenectady later became 
the home of General Electric. 
Later in the 20th century, 
Schenectady had a second major 
heavy industrial manufacturer, 
the American Locomotive 
Works (ALCO). 

Along its route, the byway passes 
through a number of historic 
residential districts, including 
the Stockade District, the GE Plot 
of Schenectady, the Vischer Ferry 
Historic District of Clifton Park, 
Halfmoon’s Church Hill Historic 
Overlay District, and downtown 
Waterford. The byway’s 
recreational landscapes with 
hiking, biking and cross-country 
ski trails, all have historic 
significance, too. 


PHOTO: Small group of people
around a table.


What to Do Next? 

Mohawk Towpath Byway obtained 
its designation as a New York 
State Byway in July 2003. We 
successfully demonstrated that we 
could become one of America’s 
Byways® in September 2005. 
Several of our municipalities had 
gone through the processes of 
Open Space Studies, waterfront 
studies, rezoning, refining Master 
Plans—and in some cases, all of 
the above! 

We have an excellent Corridor 
Management Plan that was a 
valuable resource as we moved 
through these processes. But 
after celebrating our national 
designation, and despite our 
continuous momentum on 
several ongoing projects, our 
not-for-profit 501(c)(3) struggled 
with an overwhelming sense of 
what to do next. 

We began to explore scenic 
conservation. In late summer, 
New York State Byway 
Coordinator Mark Woods asked 
me if the Mohawk Towpath 
Byway would be interested in 
holding a Scenic Conservation
Workshop. The America’s 
Byways Resource Center and 
Scenic America had offered to 
do workshops for six of the 126 
America’s Byways. We might 
become one of the six. 

Mark Woods added some glowing, 
flattering words of reference 
to our application, such as 
“progressive management,” 
“supportive board of directors,” 
and “cooperative municipalities.” 
Within a month, I was on a  
conference call trying to schedule a 
workshop before summer of 2007. 

The actual workshop was 
scheduled for April 18 and 19, 
2007. The dates were planned in 
a late September conference call, 
which ended with an observation 
that winter storms can mess up 
the best of plans in the northeast. 
Ironically, we experienced highly 
unusual winter weather, with 
our first snowstorm hitting on 
February 14—the date we had 
specified for a pre-workshop 
meeting where the America’s 
Byways Resource Center and 
Scenic America would get 
acquainted with the Mohawk 
Towpath Byway, and our Board 
of Directors would learn more 
about scenic conservation. We 
rescheduled our pre-workshop 
meeting for April 19. 


“A Unique And Valuable 
Experience” 

The pre-workshop meeting 
consisted of an introduction to 
scenic conservation and a number 
of techniques for controlling 
change. It also provided an 
opportunity to identify what is 
“scenic,” and showed us how 
to begin brainstorming ways to 
identify threats to our sense of 
community and control the 
inevitable changes in our 
neighborhoods. 

We engaged our partners, 
identified some of the threats, 
and saw the byway through our 
neighbors’ and visitors’ eyes. 
“As a result of participating in 
the workshop, I look at roadways, 
‘city-scapes’ and the like through 
a different set of lenses,” said 
Nelson Ronsvalle, Grant 
Coordinator for the Town of 
Halfmoon. “I now constantly 
judge the degree to which 
manmade structures fit their 
surroundings as opposed to being 
imposed on their environments.” 

We have some of the same 
problems that every byway has: 
highway maintenance issues, 
areas prone to collecting litter, a 
huge ugly landfill in the middle of 
the byway, “working landscapes,” 
and barriers and detractions 
from popular recreation spots or 
scenic overlooks. But our byway 
is unique, too. “We discovered 
that in a short couple of hours we 
could pass through a century of 
historic industry, culture, diverse 
communities and recreational 
sites along the Mohawk River 
and Erie Canalway,” remarked 
Mohawk Towpath Byway 
volunteer Henriette O’Grady. It’s 
this uniqueness that we want to 
conserve for future generations. 

We emerged from this workshop 
with the foundation for a Scenic 
Conservation Action Plan. 
Through a series of public 
meetings since the workshop, 
we continue to gain a broader 
community understanding of 
what scenic and historic qualities 
we value, a sense of partnership 
with those along the byway who
may not have scenic conservation 
as one of their basic tenets, and a 
better understanding of what we 
can do to control the inevitable 
changes that will occur along the 
byway corridor. 

“The workshop provided great 
value in getting representatives 
from each of the byway 
communities working together 
for the benefit of the entire 
byway and not just their 
individual communities,” said 
Mark Woods. “Spending two 
days together, traveling the 
byway, visiting and studying 
the byway’s visual resources, 
gathering and studying maps and 
photographs together, learning, 
sharing and interacting with the 
experts and each other was all a 
unique and valuable experience.” 

We identified strategies to 
manage change along the byway 
corridor, such as education, 
voluntary measures, incorporation 
into management objectives, 
incentives, acquisition and/or 
purchase, and regulatory 
measures. We anticipate that 
using a combination of strategies 
in any particular segment of the 
byway may prove most effective. 

But perhaps the most important 
outcome of the Scenic 
Conservation Workshop is that 
we are consolidating a vision 
of what we want our byway to 
look like in another quarter of a 
century—a byway experience we 
can proudly hand off to our next 
generation. 



Roadside Reflections by Michelle 
Johnson, Director, America’s Byways 
Resource Center 

Shoppertunities 

PHOTO: Michelle Johnson 
Director, America’s Byways 
Resource Center 

Have you heard the latest in tourism? 
You need a credit card and a globe. 
It's called coutourism: a fabulous 
mix of fashion and tourism. And 
you don t necessarily have to leave 
the house to make an economic 
impact. A recent issue of Marie 
Claire showcased international 
websites and companies that 
provide economic opportunities 
to disadvantaged communities. 
You can score a beautiful, authentic 
accessory while contributing to the 
economic stability of real people. 
Now that's fabulous! 

Of course, this new trend isn't 
new to me. I ve associated travel and 
shopping my entire life. Surprised? 
As a kid traveling with my parents 
across America, I always bought a 
few souvenirs to remember the 
trip. A silver necklace from Utah. 
Pottery from Colorado. Books 
from anywhere. When I traveled to 
Mexico in high school, I bought my 
grandmother a big copper plate with 
a chicken etched in the middle. It 
hung in my grandmother s kitchen 
for years and now it has a place of 
honor above my stove.
 
Today, traveling byways and other 
places, I look for opportunities to 
discover new things and to bring 
home the memories. Those of you 
lucky enough to travel with me will 
hear my now standard request 
to stop and shop. (It's second only to 
my request to eat.) I recently traveled 
with Arizona State Coordinator 
Kathie Knapp. She had arranged 
a meeting between the America s 
Byways Resource Center and the 
Navajo Nation to discuss their tribal 
byway program, their plans for the 
future and their needs from the 
Resource Center. After the meeting, 
Kathie made sure we soaked in some 
of the local cultural at a vendor 
tent and I left with some beautiful 
jewelry to remember my travels in 
Navajo country. 

Later, over a delicious Navajo taco, 
we talked about byways and 
shopping. Kathie shared the vision 
of the Kayenta Monument Valley 
Scenic Road in Arizona, which 
includes valuing and identifying 
cultural events and recreational and 
shopping opportunities along the 
corridor. So I'm not the only one 
who likes to shop or who sees the 
value of shopping! 

Our recent work with FHWA in 
gathering information and identifying 
trends in byway travelers has shown 
us that people who travel byways 
want opportunities to shop.* They 
prefer small downtowns, and 
local, specialty shops. Visitors want 
authentic souvenirs to help them 
remember their visit, travels and 
good times. If you want to talk about 
all the interesting information we ve 
developed, please contact Henry 
Hanka, Special Projects Manager at 
the Resource Center or Patricia 
McNally, Marketing Director for the 
National Scenic Byways Program. 

If you are interested in talking about 
your byway's shoppertunities, please 
call me. I like to talk about shopping 
just as much as I like to shop! 
And that's fabulous! 

*Shopping is the number-one, most 
popular activity that a family does 
on a trip. source: Longwoods 
International Travel USA – Survey 
of domestic travel behavior 

Special thanks to Mari Jilbert, U.S. Fish 
and Wildlife Service, Portland, Oregon. 
Mari, an expert shopper herself, coined 
the term shoppertunities to describe 
looking for shopping bargains, 
opportunities and experiences. 
 

COMING & GOING

SIDEBAR: Rob Draper Retires 
Rob Draper became the 
Team Leader and preserver, 
promoter and protector of 
the FHWA National scenic 
Byways Program in 1999. 
Rob retired at the end of 
July 2007, and his retirement 
strategy is to "learn, grow 
and develop."
 
We will miss Rob's leadership 
and passion for the byways. 
All the best, Rob! 


Welcome, Gary Jensen 

PHOTO: Gary Jensen, Team Leader of the 
National Scenic Byways Program, 
the Transportation, Community, and 
System Preservation Program, and 
the Delta Region Transportation 
Development Program

Gary Jensen, Team Leader of the 
National Scenic Byways Program, 
the Transportation, Community, and 
System Preservation Program, and 
the Delta Region Transportation 
Development Program, has thirteen 
years of experience with the Federal 
Highway Administration, including 
spending the past seven years as 
an Environmental Protection 
Specialist in the Office of 
Natural and Human Environment. 
Prior to working at FHWA 
Headquarters, Gary worked in 
the FHWA Tennessee Division 
Office as an environmental 
engineer on a broad range of 
environmental and programmatic 
topics, including Congestion 
Mitigation and Air Quality, 
Transportation Enhancements, 
Recreational Trails, Scenic 
Byways and other discretionary 
programs. He is a 1993 Graduate 
of the University of Idaho with 
a degree in Civil Engineering.
 
“I have been given the great 
opportunity to play a part in 
furthering the development of 
this important American 
collection,” said Gary. “I look 
forward to working with the 
byways community to preserve, 
protect, interpret, 
and promote America’s Byways.”

 
Welcome, Cindi Ptak 

PHOTO: Cindi Ptak,National Scenic 
Byways Program Manager

Cindi Ptak has joined the National 
Scenic Byways Program Team at the 
Federal Highway Administration in 
Washington, D.C. as National Scenic 
Byways Program Manager. Cindi comes 
from the Maryland Department of 
Planning, where for the past ten years, 
she worked to develop Maryland’s Scenic 
Byways Program, spearheading Maryland’s 
first All-American Road designation 
—the Historic National Road. Besides 
her experience at the State level, 
she has grass-roots experience, 
having founded the Maryland National 
Road Association, and served as the byway 
manager for Maryland’s Historic National 
Road for the past seven years. Cindi 
is a graduate of the University of 
Baltimore with a degree in Urban Studies. 
A die-hard city dweller, she continues to 
call Baltimore home. 

“Road trips have played such an important 
part of my life since childhood. ‘Are we 
there yet?’ may have been one of my first 
complete sentences,” Cindi says. “Nothing 
much has changed in the intervening years 
with the exception of how many wonderful 
people I’ve met along the way, and how 
much I’ve learned from them all. A road 
geek at heart, I look forward to my new 
role with the National Scenic Byways 
Program, and to road trips yet to come.” 


CAPITAL CORNER 
By Peter Nonis, Congressional Relations 
Manager, AAA 

A Future Vision For Transportation 

it was only a year ago when 
we celebrated the 50th 
Anniversary of the nation’s 
Interstate highway system. 
Officially titled the “Dwight D. 
Eisenhower National System of 
Interstate and Defense Highways,” 
the nearly 47,000-mile network 
is a hallmark for American 
prosperity and ingenuity. In the 
1950s support was garnered for 
this program by creating a simple 
national vision that would appeal 
to roadway users: Travel from 
coast to coast without stoplights, 
more quickly and safely. 

Our transportation challenges 
have become more complex 
since the 1950s, and as reflected 
recently, aging infrastructure can 
pose safety hazards for motorists if 
not properly maintained. Going 
forward, our nation faces the dual 
challenge of maintaining and 
upgrading existing infrastructure, 
while also looking to expand the 
system to meet future demands. 
It’s clear that we need a new vision 
for transportation. However, 
inspiration for that vision can no 
longer be summed up in a single 
sentence. Our modern needs are 
varied and our current system 
seems to be at or near capacity. 
Simply put, our nation is at a 
crossroads in terms of where we 
go from here. 

Most transportation projects 
are primarily funded by a Federal 
or State gasoline tax, which is 
added to the price motorists 
pay at the pump. Unfortunately, 
gas tax revenues have not kept 
pace with inflation or demand. 
When combined with greater 
vehicle fuel efficiency and a 
move toward alternate fuels, we 
have a perfect storm that could 
jeopardize our ability to fund 
transportation. Some are even 
asking if there is a Federal role 
for transportation anymore — a 
far cry from Mr. Eisenhower’s 
national vision.

 
PHOTO: AASHTO publication


It is vital that we take the time 
to carefully deliberate these 
issues as we work to develop 
sound transportation and travel 
polices for future generations of 
Americans. Recognizing that we 
can no longer look ahead just four 
or five years, but rather need to 
envision transportation demands 
over the next few decades, AAA 
has joined with other national 
organizations to develop a future 
vision for transportation. 

On May 21-23, 2007, AAA joined 
the American Association of 
State Highway & Transportation 
Officials (AASHTO) and five 
other organizations in eastern 
Maryland to host a national 
transportation conference aimed 
at defining a transportation vision 
for the 21st century. Over 150 
people representing a myriad of 
interest groups attended the event. 

AAA President/CEO Robert 
Darbelnet told the audience 
that the future transportation 
system should reflect three 
major priorities: improved safety; 
enhanced personal mobility; and 
fluid, efficient movement of goods. 
Darbelnet said discussions about 
the future should contemplate 
some key questions such as, 
“How do we meet the needs of 
travel and tourism—a dynamic 
and growing economic engine 
in this country?” 

The final product of the conference 
is a report published by AASHTO 
entitled A New Vision for the 
21st Century. The report reflects 
several recommendations of the 
conferees including: 

• Increases to core funding 
programs 

• Preservation, modernization, 
and improved performance of 
the transportation system 

• Investment in the attractiveness 
of public transportation 

• Cutting oil consumption to 
address global warming 

• Adding capacity for commuter 
and freight rail usage 

• The need to reduce congestion 

• Moving aggressively to address 
transportation safety and 
reduce roadway fatalities
 
The recommendations were 
delivered to the National 
Surface Transportation Policy 
and Revenue Study Commission 
on July 26. 

The report recognizes that 
recreation is directly dependent 
on the efficiency of the 
transportation system. At 84%, 
travel by automobile remains the 
primary mode of transportation 
for trips of 100 miles or more. 
And many of those visitors are 
traveling on byways, which have 
the ability to make driving fun 
again. The report suggests that 
focused investments are needed 
for byways in order to maintain 
their unique, cherished appeal 
and keep these roads as enjoyable 
as possible. 

In closing, I’ll leave you with 
a finding from a recent AAA 
survey: respondents ranked 
transportation low on the list 
of national priorities when 
compared to education, health 
care or national security. That’s 
not necessarily surprising, but it 
does demonstrate how much work 
all of us have to do to educate 
Americans about the importance 
of transportation and travel to 
our economy and quality of life. 
We are now at a key point in our 
history when further investment 
in transportation infrastructure 
will be needed to keep it safe, 
reliable and enjoyable for future 
generations of Americans. 

The report, A New Vision for the 
21st Century, is available online 
at www.transportation1.org/ 
tif5report/. 



TEN SECRETS OF SUCCESSFUL PITCHING 
The Pitching Process: Media relations 
is 98% preparation and 2% execution. 

Editor’s Note: The following is the first 
in a series of public relations tools for 
byways. Look for more entries in upcoming 
issues of Vistas. the series will include 
tools, tips and help for byways that will 
support the efforts of the national public 
awareness project for the America s Byways® 
collection. 


1. Identify your main goal of getting 
press Is your goal to: 
• Raise visibility of your event? 

• Gain credibility for your attraction? 

• Unseat competition? 

• Boost visitor arrivals or sales? 

2. Identify the story you want to tell 
• Determine what your attraction has
that no other attraction has

• Is it different? Special? Unique? The 
only? The first? The oldest? The largest? 
The smallest? Has a credible third party 
endorsed you as the best? 

• How do travelers and the local community 
benefit from this byway and its qualities?
 
• How does this byway make its travelers and 
communities lives better? 

• Look for innovative byway stakeholders with 
interesting backgrounds who can be a part of 
the story (or the storyteller). 

• Get case studies from actual travelers. 

• Find out what this byway does for them and 
why they love it. 

• What's the benefit of the byway to them? 

3. Select your target outlets 
• What type of people do you want to see 
this editorial coverage? 

• What are these people reading and watching? 

4. Research the outlet/select reporter 
• Think like a reporter. How does your 
story relate to the publication and the 
writer's interests? 

• Who has done similar stories in the past? 

5. Develop your specific story angle 
• Ask yourself, so what? and Why now? 

• Identify the Who, What, When, Where, Why 
and How. 

• Tie to trends, key events or holidays. 

• Look in the business section of newspapers 
for stories on area trends. Can your story tie 
into this trend? 

• If you have three examples of businesses 
doing similar things, you may have a trend 
of your own.
 
• Tie your offering to a current event.
 
• Tie your offering into a holiday story. 

•Identify a spokesperson. 

6. Develop your pitch points 
• Know exactly what you want the reporter to 
do before you pitch. 

• Think WHAt, then WHY; not iF, but WHEN.
 
• Have two or three ideas ready to speak about 
at all times.
 
• Be prepared to switch topics mid conversation, 
should the writer express more interest in 
another topic. 

7. Develop your E-mail pitch and other 
press materials 

• Make E-mails smart, short, and concise 
no more than three or four paragraphs. 

• Put the most important information first, 
and include dates.
 
• State WHAt you want, then WHY.
 
• Include a clear ActioN item; give specific 
dates/times to meet. 

• Include your name/phone/E-mail. 

• Personalize, preview and proofread. 

• Use clever, not cute, subject lines.

• don't spam. 

• don't send attachments unless requested. 

• Craft supporting materials, which can 
include: 
-One page company overview 

-One page fact sheet 

-One page bio and photo of key byway 
stakeholders 

-Most recent press release 

-Select byway information and photos 

-Favorable press articles from 
non-competing outlets 

8. Develop a concise verbal pitch 
• Think and speak in bullets.
 
• Condense your pitch to ten seconds.
 
• Your script should include: your first 
name, byway name, reason for calling, 
what you would like the reporter to do. 

• Practice. 

9. Make your pitch 
• It's never a good time, so don't 
apologize for pitching. Just do it well.
 
• Commit to the idea and why it's right 
for the publication. the publication won't 
buy it if you don't believe it. 

• Provide answers to questions, and state 
why you believe it's a good story for this 
media outlet. 

• Make two or three attempts to reach the 
reporter before leaving voicemail. 

• When leaving voicemail, state your first 
name, byway name, reason for your call, and 
telephone number two times. 

10. Develop a relationship 
• Become a valued resource. Give now to get 
something greater later. 

 
UPCOMING TRAINING & EDUCATIONAL OPPORTUNITIES
From the Resource Center
 
The America’s Byways Resource Center 
is making educational opportunities and 
resources available to you in more ways 
than ever. Training opportunities focus 
on these four core areas: 

Corridor Management (CM) 
Byway organization (BO) 
Visitor Experience (VE) 
Finances (F) 

Here is just a preview of the educational 
opportunities coming in late 2007 and early 
2008. Check www.bywaysresourcecenter.org 
frequently for announcements, dates, locations 
and more. 

TELE-WORKSHOPS 
• Economic Impact Measurement Basics (F) 
• Working with Volunteers (BO) 

ONLINE RESOURCES AND LEARNING 
OPPORTUNITIES 
• PR 101-templates, checklists, podcasts 
and more (VE) 
• Marketing Plans 101 (VE) 
• Scenic Conservation: A Visual Primer (CM) 
• Technology Tools: Podcasting And 
Your Byway (VE) 

WORKSHOPS 
• Power Workshops I: Strength Training 
for Byways (BO, VE, F) bAck by popULAr 
DemAnD! 
• Power Workshops II: Marketing To 
And Serving Your Visitor (VE) 
• Byways 101 (CM, BO, VE, F) 
• Interpretive Planning Workshops (VE) 
• Interpretive Media Development 
Workshops (VE) 
• Making Your Byway Accessible (VE) 

if you have questions or would like to 
suggest specific training opportunities, 
contact Chel Ethun, training Manager, 
at 218-625-3303 or cethun@byways.org. 

Check www.bywaysresourcecenter.org 


A Partnership Focused on A Pathway 
to the Future 

By Robin Gyorgyfalvy 
Byway Leader, Cascade Lakes Scenic 
Byway (OR), Landscape Architect and 
Scenic Byways Leader, Deschutes 
National Forest 

In the new millennium, Central Oregon 
communities and the Cascade Lakes 
Scenic Byway are all benefiting from 
a special partnership between Lava 
Lands Visitor Center and The Museum 
at Warm Springs of the Confederated 
Tribes of Warm Springs Indian 
Reservation through the National 
Scenic Byways Program. Lava Lands 
Visitor Center, the gateway to several 
scenic byways, is located 12 miles 
south of Bend on Highway 97. It is 
the Forest Service interpretive center 
for visitors and students coming to 
explore and discover Central Oregon 
and Newberry National Volcanic Monument. 
The Museum at Warm Springs, located 15 
miles north of Madras on Highway 26, 
presents educational exhibits and 
programs designed to raise and inspire 
awareness of the Confederated Tribes of 
Warm Springs and other tribes indigenous 
to the area. 


PHOTO: Robin Gyorgyfalvy stands near 
interpretive panels that demonstrate 
the educational value of the ongoing 
partnership between Lava Lands Visitor 
Center and The Museum at Warm Springs 
of the Confederated Tribes of Warm 
Springs Indian Reservation through 
the National Scenic Byways Program. 


This special partnership began a few 
years ago with a meeting initiated and 
led by the Scenic Byways Leader for 
the Deschutes National Forest and 
members of the Culture and Heritage 
Committee of the Confederated Tribes 
of Warm Springs Indian Reservation. 
The primary discussion focused on 
how the National Scenic Byways 
Program could be a way for Central 
Oregon communities to learn about the 
cultural heritage, tradition and arts 
of its indigenous tribes. With tribal 
involvement, cultural tourism would be 
based upon the stories from those 
inhabiting these lands prior to the 
Lewis and Clark explorations of the 
Pacific Northwest. 

An interpretive team with tribal members 
and Forest Service representation was 
formed and a sharing of stories began 
to unfold. In particular, the Klamath 
Trail story showed the importance of 
storytelling in making connections 
between the past, present and future. 
The Klamath Trail was a way for the 
ancient peoples of Central Oregon to 
be connected to the Klamath Basin and 
Columbia River for trading and meeting. 
Travel for “trading and meeting together” 
continues today and into the future on 
Highway 97, a north-to-south route through 
Oregon and the modern-day version of the 
Klamath Trail. The Forest Service provided 
landscape architectural designs for the first 
interpretive site on a potential scenic tour 
route through the reservation with 
collaboration for interpretive signs 
promoting tribal heritage and cultural 
tourism. 

As a result of this earlier collaboration 
through the National Scenic Byways Program, 
a partnership was developed between Lava 
Lands Visitor Center and The Museum at 
Warm Springs to find ways to continue 
connecting the past and present 
to the future. In 2004, through 
a special loan, the Tribal Youth 
Art Exhibit, “Celebrating 
Imagination,” was shown at Lava 
Lands Visitor Center and received 
rave reviews. An opening event 
invited Bend and Warm Springs 
communities to participate in 
children’s art activities and enjoy 
a performance by a family of 
Native American flute players 
from Warm Springs who created 
a wonderful acoustic setting for 
viewing the exhibit. 

Previously, the Tribal Youth Art 
Exhibit had only been seen by 
the reservation. It appeared for 
the first time at the High Desert 
Museum in the spring and then 
at Lava Lands Visitor Center in 
the summer. The most rewarding 
comment was from the mother 
of one of the young artists. She 
had such a feeling of pride 
when she heard all the admiring 
comments coming from outside 
of the reservation community. 
Having the Tribal Youth Art 
Exhibit shown in a different 
Central Oregon community 
generated a great deal of 
excitement and interest for 
those wishing to learn more 
about life today on the Warm 
Springs Reservation. 

In 2005, The Museum at Warm 
Springs loaned the traveling 
exhibit, “Yesterday, Today and 
Tomorrow,” which commemorated 
the 150th anniversary of the 
Middle Oregon Treaty, to the Lava 
Lands Visitor Center. The signing 
of this Treaty ceded 10 million 
acres to the U.S. government to 
make room for incoming settlers. 
Only 644,000 acres were retained 
and remain today as the 
Confederated Tribes of Warm 
Springs Indian Reservation. 

This traveling exhibit provided 
an important centerpiece to 
the “Celebrating the Future by 
Honoring the Past” exhibit at 
Lava Lands, which included a 
photographic exhibit celebrating 
the Forest Service and City of 
Bend centennials. The purpose of 
this unique blend of exhibits was 
to give visitors a bigger picture 
of all the events that continue to 
shape Central Oregon’s future. To 
demonstrate the impact of this 
exhibit, a U.S. history teacher 
visiting from California made the 
comment that the exhibit forever 
changed how he would now teach 
U.S. history to his students.
 
For the first time in over 30 
years, the visitor center will be 
upgraded and remodeled with a 
new 1,500-square-foot addition 
to house a lobby, reception area 
and gift shop. The interpretive 
theme of the new exhibits is 
how the geology, ecology, climate 
and culture of Central Oregon are 
interconnected. In the author’s 
close work with Natalie Kirk, the 
museum’s Curator and Exhibits 
Coordinator, breathtaking pieces 
from their private collections 
were selected to vividly illustrate 
the stories told by the interpretive 
panels. In this way, visitors to 
the new Lava Lands exhibits will 
experience an accurate portrayal 
of the cultural heritage of the 
area’s indigenous peoples and their 
ability to survive by adapting to 
the changing conditions in their 
environment. The new exhibits 
and remodeling are scheduled for 
completion in 2008. 

These special exhibits are an 
engaging opportunity for 
communities to interact with 
the Warm Springs Indian 
Reservation community and 
to learn more about the living 
heritage, traditions and values 
there. This partnership continues 
to enrich the educational value 
of scenic byways, conservation 
education programs, and cultural 
tourism in Central Oregon. As 
with any valuable partnership, 
it takes a common vision and 
shared goals to create something 
lasting and inspirational that will 
give us a pathway to the future. 
 


An Event of Mammoth Proportions

A beast that roamed Huntington 
Canyon in Utah 11,000 years 
ago is still cause for excitement and 
interest these many years later. 
Mammoth remains were discovered 
at the Huntington Reservoir in 
Huntington Canyon, located on 
the Energy Loop: Huntington/Eccles 
Canyons Scenic Byway in Utah on 
August 8, 1988, by backhoe operator 
Chris Nielson. At first it seemed they 
had unearthed an old tree, but closer 
examination revealed an ancient 
creature. Authorities were notified 
and an official removal process began. 

Visitors once again gathered at the 
site of the mammoth’s discovery on 
June 29, 2007, for a ribbon-cutting 
ceremony to dedicate the new 
kiosk and information center 
recently constructed at the site. 
The interpretive kiosk contains 
Huntington Mammoth information, 
including a description of the 
mammoth’s excavation, a list of 
museums located in the gateway 
communities, and a depiction of 
the area through the artistic eyes 
of Joseph S. Venus. 


PHOTO: "The Mammoth Discovery of 
8-8-88" Kiosk

Jana Abrams, Energy Loop Byways 
Coordinator, was instrumental in 
garnering funds for this mammoth 
project. The diverse and scenic 
Huntington/Eccles Scenic Byway 
is the common thread that ties an 
assortment of interests together 
—mining, farming, travel and 
recreation. Ms. Abrams expressed 
her hope that these efforts will serve 
as a tool to boost the local economies 
through tourism and create a sense 
of pride within the community. 

Carlos C. Machado, Program 
Manager from the Federal Highway 
Administration (FHWA), spoke at 
the dedication ceremony, expressing 
his appreciation for the opportunity 
to partner with the USDA Forest 
Service, U.S. Geological Survey 
and U.S. Department of Interior 
in this endeavor. 

The kiosk was made possible with 
a Scenic Byways Grant from the 
FHWA. Mr. Machado explained to 
the audience that the endowment 
is intended to help achieve the 
vision of the National Scenic Byways 
Program by funding projects that 
engage volunteers to preserve and 
enhance these byways; demonstrate 
environmentally sensitive solutions to 
problems in preserving these byways; 
and enable people to walk and bike 
in natural settings. Since 1992, the 
National Scenic Byways Program has 
provided $7.3 million for 84 projects 
in Utah. The intent of the Program is 
not just to maintain the roadway, but 
support features unique to its setting. 

The National Scenic Byways 
Program discretionary funds enable 
States to undertake eligible projects 
along highways designated as 
All-American Roads, National 
Scenic Byways and State-designated 
byways. Also eligible under the 
Program are planning projects to 
inventory, preserve and enhance 
the qualities of byways; safety 
improvements; construction of 
bike and pedestrian facilities; and 
development of visitor information 
such as brochures, interpretive 
facilities and scenic overlooks. 

The mammoth and its story will 
continue to be an asset to the 
Castle Valley Region as its notoriety 
extends worldwide. 



Roadside Assistance 
PART TWO: STEPS TO A FUNDRAISING
PLAN by Susan Koschak, Byways Specialist 

SIDEBAR: Roadside Assistance is a 
regular column designed to provide working 
tools that byway groups can use to solve 
problems and be more effective. Send topic 
ideas to center@byways.org. 

SIDEBAR: Our byways specialists are here to 
assist you. Find the Resource Center 
contact for your State on the Resource Center 
website at www.bywaysresourcecenter.org/ 
about/people/states. Call us toll-free at 
866-974-6403, or contact your Byways Specialist 
directly: 

Bonnie Hundrieser 
bhundrieser@byways.org 

Dennis Adams 
dadams@byways.org 

Susan Koschak 
skoschak@byways.org 

Curt Pianalto 
cpianalto@byways.org 


In the last issue of Vistas, 
our Roadside Assistance
provided a tool to help you
develop a dundraising campaign
with individual donors. Equally
important, yuou should develop 
a fundraising plan with projected
budgets so that you know how
much money you need to raise.
This tool assumes you have a 
solid mission that is understood 
and shared by the organization 
leaders. It also assumes the
project you are working to fund 
supports the organization's 
mission and a specific strategic
goal.

There are many ways to develop
a projected budget, but the
important thing is that you
work it out and not simply
make a guess. Implement you
projects from a realistic and
knowledgeable perspective.
Your goal shouldn't be to spend
any and all funds available. 
Instead, you should strategically 
determine your needs and then 
work to fund and spend the 
projected budget responsibly. 

Completing this process will 
show you the amount of 
funds you need to raise from 
individual donors. 

One Step-By-Step Approach 
to Developing A Plan 

Here is one example of how 
to develop a fundraising plan. 
You will need to assemble a 
fundraising team that will divide 
into two task groups. It’s best 
to have different people in 
each group to avoid decision 
making before a final analysis is 
complete. The timeline of the 
process will vary depending on 
how frequently group members 
are able to meet and whether any 
research needs to be completed. 
These steps assume that a project 
has been identified and agreed 
upon, and that all members of 
the group share and understand 
the scope of the project. 

ESTIMATE EXPENSES 
(Task Group 1) -See “Sample 
Expense Projection Sheet.” 

Prepare three estimates: 
bare bones, reasonable and ideal. 

• Bare bones: Amount of 
money needed to survive. Do 
not take into account such 
items as new projects, salary 
increases and new equipment.
 
• Ideal: Amount of money 
needed to operate at maximum 
effectiveness. However, keep it 
real and not a fantasy. 

• Reasonable: Amount of 
money the organization needs 
to do more than survive but 
still not meet all the goals of 
the mission. Don’t use a simple 
average of the bare bones and 
ideal. Include all items that 
are important enough to the 
organization’s work to make 
the fundraising effort.
 
If you don’t know how much 
something is going to cost, 
don’t guess. Do some research 
and find out. 

PROJECT INCOME 
(Task Group 2) -See “Sample 
Income Projection Sheet.” 

Prepare three estimates: 
worst, likely and best. 

• Worst: Assume the same 
income as last year with 
the same effort. However, 
foundation/government grants 

should be estimated at zero. 
• Best: Calculate what would 
happen if every request and 
application was fulfilled. Don’t 
put in items that are unlikely 
to occur, such as a single 
million-dollar donation. 

• Likely: What the 
organization can expect 
to generate with reasonable 
hard work by expanding 
on old strategies, achieving 
success with some new 
ones, and experiencing 
a few things going wrong. 

COMPARE, NEGOTIATE AND
CREATE A BUDGET 
(Meeting of task Groups 
1 and 2) 

Compare: 
Barebones with Worst 

Reasonable with Likely 

Ideal with Best 

When the two groups meet, 
look for the Reasonable expense 
column and the Likely income 
column to come close to the 
same figures. Occasionally, 
groups happily discover that 
their Ideal expenses match the 
Likely income. Usually, however, 
groups must make compromises 
and adjust their expenses to meet 
realistic income projections. 

At this meeting, the fundraising 
team develops a final budget to 
move ahead with the next step. 

DETERMINE INDIVIDUAL 
DONOR CONTRIBUTIONS 

From the amount of money you 
determine you must raise, subtract 
any amounts that will be raised 
from strategies not involving 
individual donors, such as 
income from foundation, 
corporate or government grants, 
product sales, fees for service, or 
interest income. The amount that 
remains is the amount that will 
form the basis of your fundraising 
plan for individual donors. 


SET INCOME GOALS 

Develop an annual giving 
program chart 
(See “Sample Gift Range Chart,” 
July/August 2007 Vistas). 

As a general guide: 

60% of money should come from 
10% of donors (major donors) 

20% of money should come 
from 20% of donors (habitual 
donors giving through 
retention strategies) 

20% of money should 
come from 70% of donors 
(first-time donors giving 
through acquisition strategies) 


PUT IT ON A TIMELINE 

Put the entire plan, including all 
methods of income generation, 
onto a timeline and fill out the 
tasks. Include names of people 
who must be involved, resources 
needed, start/end dates and 
reporting requirements.
 

DO THE WORK 

Identify and contact potential 
donors and secure the funds. 
Look back at Roadside 
Assistance in the July/August 
2007 issue of Vistas for more 
information on approaching 
potential donors. 

For many of us, asking for funds, 
especially large amounts, is an 
uncomfortable position to be in. 
Your confidence and effectiveness 
can increase when you have 
clear and concrete requests. 
By working through a planning 
process, you will be in a position 
to say that you have carefully 
analyzed your situation and 
your requests are reasonable. 
Combine that with matching 
your mission and purpose with 
the right potential donors and 
you’ll have a compelling case. 


FIGURE: SAMPLE Expense Projections Sheet 
America’s Byways Resource Center 

COLUMNS WITH HEADERS OF:
BUDGET ITEM

BARE BONES

REASONABLE

IDEAL


ROWS WITH ITEMS:

SALARIES: Director,Fundraising Coordinator,
Support Staff, Program Coordinator 

OFFICE RENT

TELEPHONE

PRINTING: Brochures,Envelopes,Fundraising 
Mail,Annual Report, Newsletters, Other 

POSTAGE: First Class, Bulk Mail 

TRANSPORTATION

WORKSHOPS/CONFERENCE

CONSULTANTS

EQUIPMENT


FIGURE: SAMPLE Income Projection Sheet 
America’s Byways Resource Center 

COLUMNS WITH HEADERS OF:
SOURCE

EXPLANATION

WORST

LIKELY

BEST


ROWS WITH ITEMS:
MAJOR GIFTS: New, Renewing

MEMBERSHIP: New, Renewing 

FOUNDATION

OTHER (specify) 

OTHER (specify) 

OTHER (specify) 

OTHER (specify) 

OTHER (specify) 
 


BASICS OF ECONOMIC MEASUREMENT 

In the December 2006 issue of Vistas, we announced a new project 
of the America’s Byways Resource Center. Over the years, the byway 
community has sought an answer to the question “What is the 
economic impact of designation as one of America’s Byways®?” 
After considerable research, we’ve learned that study results from one 
geographic or cultural area of the byway community does not directly 
transfer to other areas. 

Byway groups have asked for a relatively simple and standardized tool 
for collecting and analyzing data and the development of just such a 
tool is underway. The byway community has had a major investment 
in the tool’s development via a steering committee. The committee 
members serve as communicators between the larger byway community 
and the project leader and contract vendor. We’ve all been pleased to 
participate in this byway-led and byway-driven effort.
 
The tool is expected to be available to byways late in 2008. Over the 
next year, before the distribution and launch of the tool, the Resource 
Center will present some basic information about measurement of 
economic impact. In addition to the article below, you can find a glossary 
of terms on our website at: www.bywaysresourcecenter.org/topics/ 
finances/economic-impact/tools/1089. Later, we will present a 
Tele-Workshop on economic impact measurement and guidelines 
on how to use the tool.
 
While there is no single answer for economic impact measurement for 
every byway in the community, we are confident that because of the direct 
guidance of the steering committee it will be useful to most. This article lays 
the groundwork of the basics of economic impact measurement and puts 
us all on a common path. Watch for more about the measurement tool 
over the next year. If you have questions about the project, contact 
Susan Koschak, Byways Specialist at skoschak@byways.org. 


What is Economic Impact? 

Whenever there is a change in 
economic activity, such as a new 
investment in infrastructure, an 
increase in visitors, businesses 
opening or closing, or land taken 
off the tax roles for some reason, 
it may cause changes in spending, 
saving, investment, and/or asset 
value (e.g., property value, value 
of environmental protection). To 
know the economic impact of any 
change in economic activity, you 
must know the level of activity 
before the change and the level 
of activity after the change. If you 
do not know the level of activity 
before the change occurs, you 
cannot measure economic impact. 
Economic impact includes the 
positive and negative changes in 
economic behavior. Economic 
impact is often measured in terms 
of jobs and changes to the tax 
base and tax revenues, but these 
are not the only ways in which 
an economy may be impacted. 


What Types of Economic 
Impacts Apply to Byways? 

Byways are designated to preserve 
and enhance unique intrinsic 
qualities that may be scenic, 
historic, natural, archaeological, 
cultural or recreational. Activities 
that enhance intrinsic qualities, 
such as investment in historic 
preservation, natural resource 
conservation, trail building, etc., 
may add to the economic activity 
of your byway corridor directly 
and indirectly. Investments in 
planning, construction, and 
operations related to intrinsic 
qualities pump dollars directly 
into the local economy. These 
investments, along with marketing 
and other activities, may also lead 
to new spending by residents and 
visitors to your byway corridor. 


Why would I Want to Know the 
Economic Impact of Byway Designation? 

Protecting and enhancing a 
byway’s intrinsic qualities costs 
money. If you knew the economic 
impact of the activities you do to 
enhance your byway, you could 
use this information to justify 
additional investments over time 
and to explain to the public as 
well as local, State, and national 
officials another reason why your 
work matters. 

In addition, through greater 
understanding of how your byway 
generates or fails to generate 
economic impacts, you can 
adjust your activities to result in 
greater positive impact and fewer 
negative impacts over time if this 
is your goal. 


Why Isn’t There a National Economic 
Impact Number for America’s Byways? 

There is no national number for 
the economic impact of byways, 
and, even if there were, it would 
have very little meaning. This is 
because each byway is unique in 
location, size, population base, 
economic base and intrinsic 
qualities. If byways were not 
unique places, they would not 
have received designation. 


What About State Tourism 
Numbers? 

State tourism numbers reflect 
Statewide spending patterns. 
While some byways extend 
through more than one State, 
many are limited to much smaller 
sub-State areas. States are not 
universally consistent in how they 
measure economic impact. Some 
States include only overnight 
visitors, while other States also 
include in-State travelers in their 
numbers. These numbers generated 
at a State level, regardless of 
whether they include only 
out-of-State or a combination of 
other groups, include any spending 
within the State borders no matter 
the destination. State tourism 
numbers can be an important part 
of a tool to measure the economic 
impact of byways, but they will 
not give you an accurate picture. 


What are REMI or MGM2 Models? 

Econometric models generate 
multipliers that are based on 
assumptions about the proportion 
of each dollar that is re-spent in 
the local economy. Multipliers are 
typically calculated at the county 
and/or State or national level 
and do not accurately reflect 
local impacts, which are far 
smaller since there are fewer 
goods, services and employment 
opportunities in a local economy. 
Models typically overstate impacts 
at the sub-county level.
 
Econometric models like 
IMPLAN or REMI or RIMS are 
not designed to yield meaningful 
results at the sub-county level, 
which is where many byways 
operate. MGM2 is targeted to 
local areas, but often relies on 
estimates of spending patterns 
since actual survey-based data is 
often unavailable. The results 
of any model are only as good as 
the information that goes into it. 
Most information that goes into 
these models is only available at 
the county or State level, and 
may not accurately reflect local 
conditions. These models also 
rely on production relationships 
that may no longer be valid. For 
example, the economic impact of 
adding a call center to a local 
business will be very different 
if the call center function is
outsourced than if it is local. A 
model based on local impacts will 
not accurately reflect impacts of 
outsourcing. 

Econometric models are, by their 
very nature, based on complex 
mathematical formulas that are 
difficult for most people to 
understand, let alone explain to 
others. Therefore, local decision 
makers are generally unable to 
question the assumptions behind 
the model or recalculate results 
based on local knowledge.
 

So, How Can I Tie Economic Impact 
to Byway Designation? 

Measuring the economic impact 
of byway designation is tricky 
because the roadways and their 
intrinsic qualities were there 
before designation occurred. 
Therefore, the only impacts 
that should be attributed to 
designation are those that relate 
directly to activities that stem 
from designation. Broadly 
speaking, these activities fall 
into two categories: investment 
in intrinsic qualities and 
marketing or public relations. 


How Important is Our Corridor 
Management Plan in Measuring 
Economic Impact? 

Ideally, your corridor management 
plan should identify the intrinsic 
qualities in your byway and your 
plans to protect and enhance 
these qualities over time. To 
measure economic impact, 
you need to know the levels of 
investment and spending before 
designation as well as after. If 
corridor management plans 
included a snapshot of economic 
activity related to intrinsic 
qualities and key byway sites 
before designation, this would 
provide a very useful baseline for 
economic impact. Without this 
baseline, byways will have to 
create their own baseline the first 
time they measure impact and 
then again after they complete 
specific planned activities. There 
are various stages in the life of 
a byway. Anticipation is the 
period of planning and preparing 
an application that precedes 
designation. Investment may 
occur during the anticipation stage. 

Designation is the period from the 
official conferring of designated 
status to actual changes on the 
ground resulting from designation. 

Implementation is the period 
during which resources are 
directed toward physical changes
 on the ground. Maturation is 
the period after implementation 
related to designation. 

If you do not have pre-designation 
baseline information, you may 
be able to establish baselines 
that are pre-implementation or 
pre-maturation.


What Would an Ideal Tool to
Measure Economic Impact of Byways
Include? 

We think an ideal tool would give byway 
organizations of all types a way to 
measure two things: 

1) The level of investment in intrinsic qualities 
over time that can be directly related to 
byways designation; and

2) The patterns of visitation to sites of 
significance to the byway that are included 
in the corridor management plan. 

Investment would include dollars 
spent on intrinsic qualities for 
planning, construction or 
protection, and operations. 
Patterns of visitation to sites 
of significance would provide a 
basis for calculating spending 
by residents, in-State, and 
out-of-State visitors. Taken 
together, these would paint a 
picture of the impacts of byway 
An ideal tool would incorporate 
local knowledge and be easy to 
explain to residents, local officials 
and others. Using the tool would 
help byways engage new partners. 
It would also provide information 
that allows byways organizations 
to adjust their activities to 
reach their goals with respect 
to economic impacts. 


What is the America’s Byways 
Resource Center Doing to Help Build 
Byways’ Capacity to Measure Economic 
Impacts? 

The Resource Center is 
working with a national steering 
committee of byway leaders and 
State coordinators and with 
Yellow Wood Associates to 
explore the feasibility of creating 
a tool to measure the economic 
impact of byways that can be 
used by any byway regardless 
of its setting and the research 
qualifications of its staff. Stay tuned 
to Vistas for more information. 


Want to Learn More?

Visit www.bywaysresourcecenter.org 
to listen to a podcast of the upcoming 
Tele-Workshop about the Basics of 
Economic Measurement, with guest 
speaker Shanna Ratner from Yellow 
Wood Associates, Inc. 


CALENDAR 
Send calendar entries by the 5th of 
each month to center@byways.org 

OCTOBER 
October 16 
Tele-Workshop: Basics Of 
Economic Measurement 
For more information, please visit 
www.bywaysresourcecenter.org/events/ 
workshops/teleworkshops 

October 17 
Tele-Workshop: Basics Of 
Economic Measurement 
For more information, please visit 
www.bywaysresourcecenter.org/events/ 
workshops/teleworkshops 

October 17-21 
Intangible Cultural Heritage Conference 
Montreal, Canada 
The American Folklore Society (AFS) and the 
Folklore Studies Association of Canada (FSAC) 
For more information, please visit 
www.afsnet.org 

October 18-19 
How to Turn a Place Around: Creating Great 
Neighborhood Spaces 
New York City 
Project for Public Spaces training course 
For more information, please visit 
www.pps.org/info/ppsnews/ 
httapa_training_course 
or contact Sandy Pan at span@pps.org 

October 22-25 
2007 TIA Marketing Outlook Forum 
Charlotte, North Carolina 
Travel Industry Association 
For more information, please visit 
www.tia.org/industrymeet 

October 25 
2007 National Institute on 
Recreation Inclusion 
Reston, Virginia 
National Institute on Recreation Inclusion 
For more information, please visit 
www.nrpa.org/niri 

NOVEMBER 
November 2 
National Tour Association Annual Convention 
Kansas City, Missouri 
National Tour Association (NTA) 
For more information, please visit 
www.ntaonline.com 

November 6 
National Tribal Transportation Conference 
Golden, Colorado 
The 10th Annual National Tribal 
Transportation Conference 
For more information, please visit 
www.colostate.edu 

November 6-10 
NAI National Workshop 
Wichita, Kansas 
National Association for Interpretation 
For more information, please visit 
www.interpnet.com/workshop 

November 11-16 
64th Annual Convention of the National 
Congress of American Indians 
Denver, Colorado 
For more information, please call 
202-466-7767 or visit 
www.ncai.org/64th_Annual_Convention 

DECEMBER 
December 3-5 
Get Healthier Outdoors 
Sacramento, California 
California Roundtable on Recreation, 
Parks and Tourism 
For more information, please visit 
www.calroundtable.org 

2008 
FEBRUARY 
February 2 
American Bus Association (ABA) 
Marketplace 2008 
Virginia Beach, Virginia 
American Bus Association (ABA) 
For more information, please visit 
http://marketplace.issi.net/2008/ 

MAY 
May 11-15, 2008 
NAI International Conference 2008 
Sokcho, South Korea 
For more information, please visit 
www.interpnet.com/ic 

May 31-June 4, 2008 
TIA 40th Annual International PowWow 
Las Vegas, Nevada 
Travel Industry Association of America (TIA) 
For more information, please visit 
www.tia.org 

SEPTEMBER 
September 11-14, 2008 
Preserving the Historic Road 2008 
Albuquerque, New Mexico 
For more information, please visit 
www.historicroads.org 

NOVEMBER 
November 11–15, 2008 
NAI National Workshop 
Portland, Oregon 
For more information, please visit 
www.interpnet.com/conferences 


CHANGE OF ADDRESS? 
Just e-mail your name 
and new address to 
center@byways.org to 
receive Vistas at your 
new location. 


SHARE THE NEWS
Contact Vistas Editor: 
Leah Kohlts 
direct: 218-625-3301 
lkohlts@byways.org 


VISTAS is printed on 
100% post-consumer 
recycled paper, 
processed chlorine free. 


America’s Byways Resource Center 
394 Lake Avenue South, Suite 600 
Duluth, MN 55802