Roadway &Traffic Operations Strategy
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City of Cornelius Public Works Standards
City of Cornelius Public Works Standards Terry W. Keyes City Engineer 3.17.17 Table of Contents Chapter 1 General .................................................................................................................... 4 1.01 Philosophy ................................................................................................................... 4 1.02 Work Covered by these Standards .............................................................................. 4 1.03 Organization of Standards ........................................................................................... 4 1.04 Using Standard Details ................................................................................................ 5 1.05 Definitions .................................................................................................................... 5 Chapter 2 Administrative Procedures .................................................................................... 7 2.01 Adoption and Changes to Standards ........................................................................... 7 2.02 Other Standards .......................................................................................................... 7 2.03 Permitting .................................................................................................................... 7 a. Erosion Control Permit ........................................................................................ 8 b. Right-of-Way Permit ........................................................................................... -
Portrait Master Template
2018 FIFA World Cup Contents Introduction ................................................................................................................................... 4 An Accessible Matchday Experience ............................................................................................. 4 Purpose of this guide ..................................................................................................................... 5 Before arriving at the stadium ....................................................................................................... 5 Fan ID..................................................................................................................................................................................... 5 Ticket Collection ................................................................................................................................................................. 6 Parking Passes ..................................................................................................................................................................... 7 At the stadiums.............................................................................................................................. 8 Accessible parking ......................................................................................................................................................... 9 Shuttle service ............................................................................................................................................................... -
John Hirsch Place – Winnipeg’S First Woonerf
John Hirsch Place – Winnipeg’s First Woonerf As part of the City of Winnipeg’s Northeast Exchange District Renewals project, WSP Canada Group Limited was contracted to redesign John Hirsch Place as a unique shared space roadway in Winnipeg. The project involved the reconstruction of John Hirsch Place in Winnipeg’s historic exchange district and redesigning the right of way to a curbless shared street based on the Dutch ‘Woonerf’ (living street) model, which involves traffic yielding to pedestrian activity and significant landscaping to enhance the pedestrian environment. The curbless design was used to avoid defining areas and boundaries that restrict pedestrian movement but rather allow pedestrians to move freely within the site. Limited parking within the roadway is available, and vehicles are slowed by traffic calming measures such as bollards, narrow path of travel, and limited sight distance to discourage a large volume of vehicle traffic and enhance pedestrian safety and environment. The project is notable for its links to the district’s cultural context, technical innovations, and quality of design. To accommodate the significant landscaping along John Hirsch Place, a soil retention system was installed to provide uncompacted soil volume necessary for tree growth and provide opportunity to greatly increase plantings and trees in the public right of way, while not restricting the roadway for all road users. Strata Cells, capable of withstanding vehicular traffic and pavement loads, were placed beneath the roadway due to the proximity of existing trees to the roadway that required additional soil volume. Stormwater enters the systems along the roadway through a series of catch basins to reduce loading on a combined sewer while providing water for the tree roots. -
"2. Sidewalks". "Boston Complete Streets Design Guide."
Sidewalk Zone Widths The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space, comfort and enjoyment of walking along a street. Narrow the following principles should be used: sidewalks do not support lively pedestrian activity, and may create dangerous conditions where people walk in the Frontage Zone street. Typically, a five foot wide Pedestrian Zone supports > The Frontage Zone should be maximized to provide space two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build- each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended foot or wider Pedestrian Zone can support high volumes of minimum widths. pedestrians. Pedestrian Zone Vibrant sidewalks bustling with pedestrian activity are not > The Pedestrian Zone should be clear of any obstructions only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture. and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone. by providing adequate widths. > While sidewalks do not need to be perfectly straight, the SIDEWALKS Pedestrian Zone should not weave back and forth in the When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves. -
Moscow Guide.Pdf
Moscow Guide Neurolinguistics Laboratory 2016 How to get to Moscow from the airport There are two ways of getting from the airport to the city: taxi and train. Aeroexpress train We advise you to choose an aeroexpress train that goes to the metro station near to the center. This transport is faster and more reliable, especially during rush hours. Unfortunately, it is closed for several hours at night. You can buy tickets online at the website and at the airport at ticket machines or ticket office. You can also pay directly at the tourniquet with a Paypass or PayWave card (in this case you do not need to buy the tickets). For timetables, tickets and more information please see https://aeroexpress.ru/en.html Taxi We strongly advise you not to use the taxis that are offered at the airport, they are usually overpriced. The most convenient taxi services with mobile applications are Uber https://www.uber.com/ , Yandex Taxi https://taxi.yandex.ru/ , and Gett http://gett.com/ . If you are a first time Gett user, you can use a promocode GTPYNWK to get a 400rub bonus for your ride. All the services have special fixed tariffs for trips to and from airports. You can also prebook a taxi for a fixed airport-to-Moscow tariff. The prices range from 1500 to 2000r. The companies with websites in English are: https://mostaxi.ru/en/ , http://www.msk-taxi.ru/eng Getting around Except taxis (more information is given in the previous section) there are different types of public transport: underground transport called metro and surface transport (trams, buses, trolleybuses and marshrutkas). -
Adopted Text
THIS PAGE INTENTIONALLY LEFT BLANK Amendment No. 2017-28 Adopted November 17, 2020 AMENDMENT TO THE COMPREHENSIVE PLAN (2017 EDITION) The following changes to the Comprehensive Plan have adopted by the Board of Supervisors. To identify changes from the previously adopted Plan, new text is shown with underline and deleted text shown with strikethrough. MODIFY: Fairfax County Comprehensive Plan, 2017 Edition, Area III, Fairfax Center Area, as amended through 7-31-2018, Fairfax Center Area-Wide Recommendations, page 8, to delete strikethrough text: “The core area near the first Metrorail station is planned for a mix of uses at a variety of intensities, some of which are tied to the funding of the Metrorail extension, or in the interim, funding of a Bus Rapid Transit System. Any development or redevelopment occurring prior to the funding of the Metrorail extension should not preclude higher-intensity transit-oriented development that is envisioned in the future. …” MODIFY: Fairfax County Comprehensive Plan, 2017 Edition, Area III, Fairfax Center Area, Amended through 7-31-2018, Land Use Plan Recommendations – Suburban Center Core Area, Land Unit A, Land Use Recommendations, page 37: “Sub-unit A1 Baseline: Mixed use up to .15 FAR Overlay: Mixed use up to .65 FAR; 1.0 FAR Sub-unit A1 consists of approximately 133 acres, including a 109.5-acre portion that and contains the Fair Oaks regional mall Regional Mall at its center (“Mall Property” or “Mall”), as shown on Figure 11. and several Several office buildings, and hotels, and other commercial uses around its the perimeter of the Mall Property occupy the approximately 24-acre remainder of the sub-unit. -
Improving the Interstate Highway System Chase Minor [email protected]
The University of Akron IdeaExchange@UAkron Williams Honors College, Honors Research The Dr. Gary B. and Pamela S. Williams Honors Projects College Fall 2019 Improving the Interstate Highway System Chase Minor [email protected] Please take a moment to share how this work helps you through this survey. Your feedback will be important as we plan further development of our repository. Follow this and additional works at: https://ideaexchange.uakron.edu/honors_research_projects Part of the Geographic Information Sciences Commons Recommended Citation Minor, Chase, "Improving the Interstate Highway System" (2019). Williams Honors College, Honors Research Projects. 897. https://ideaexchange.uakron.edu/honors_research_projects/897 This Honors Research Project is brought to you for free and open access by The Dr. Gary B. and Pamela S. Williams Honors College at IdeaExchange@UAkron, the institutional repository of The nivU ersity of Akron in Akron, Ohio, USA. It has been accepted for inclusion in Williams Honors College, Honors Research Projects by an authorized administrator of IdeaExchange@UAkron. For more information, please contact [email protected], [email protected]. Improving Interstate Highway System 1 Improving the Interstate Highway System Honors Thesis Project Presented to The University of Akron Honors College In Partial Fulfillment of the Requirements for the Degree Geography: GIS Bachelors of Science Chase A. Minor Spring 2019 Improving Interstate Highway System 2 Abstract The Interstate Highway System is the primary transportation network of the United States. The Interstate Highway System has succeeded and failed in certain ways in connecting the United States. It is important that new interstate highways are added so that the United States will be better connected. -
Phase II Highway Corridor Strategy Descriptions Technical
ENTRAL ORK OUNTY ONNECTIONS TUDY CENTRAL YORK COUNTY CONNECTIONS STUDY PHASE II HIGHWAY CORRIDOR STRATEGY DESCRIPTIONS PHASE II TECHNICAL MEMORANDUM SEPTEMBER 2011 Prepared for: Maine Department Maine Turnpike Authority of Transportation Prepared by: In association with: Morris Communications • Kevin Hooper Associates T.Y. Lin • Planning Decisions • Facet Decision Systems Dr. Charles Colgan, University of Southern Maine • Evan Richert Normandeau Associates • Preservation Company This document is formatted for two-sided printing. Document II-4 ENTRAL ORK OUNTY ONNECTIONS TUDY CENTRAL YORK COUNTY CONNECTIONS STUDY 1 INTRODUCTION This document summarizes the potential highway corridor improvements – called strategies – that are being tested and evaluated for Phase II of the Central York County Connections Study (CYCCS). Phase II Highway Strategies are a starting point in the development and consideration of candidate improvements for the study; they are not recommendations, nor are they the only strategies that will be studied. Phase II strategies are conceptual in nature, and not yet detailed, specific proposals. Strategies considered later in the study during Phase III, as well as those ultimately recommended by the study, may differ considerably from the initial strategies currently under evaluation in Phase II. Specific aspects of these initially proposed strategies may be dropped, carried forward or combined in different ways, depending on the results of the analyses conducted during Phase II. The study is guided by a Purpose and Need Statement, which articulates that the study is to identify transportation and related land use strategies that enhance economic development opportunities and preserve and improve the regional transportation system. Additional information on the study, including the full Purpose and Need Statement, is available at the project website: www.connectingyorkcounty.org. -
Highway 71 Improvement Study I Executive Summary This Page Intentionally Left Blank
HIGHWAY 71 CORRIDOR IMPROVEMENT STUDY BELLA VISTA BYPASS – MISSOURI STATE LINE BENTON COUNTY Executive Summary DRAFT December 2017 Highway 71 Corridor Improvement Study Bella Vista Bypass to Missouri State Line BENTON COUNTY EXECUTIVE SUMMARY Prepared by the Transportation Planning and Policy Division Arkansas Department of Transportation In cooperation with the Federal Highway Administration This report was funded in part by the Federal Highway Administration, U.S. Department of Transportation. The views and opinions of the authors expressed herein do not necessarily state or reflect those of the U.S. Department of Transportation. ARKANSAS DEPARTMENT OF TRANSPORTATION NOTICE OF NONDISCRIMINATION The Arkansas Department of Transportation (Department) complies with all civil rights provisions of federal statutes and related authorities that prohibit discrimination in programs and activities receiving federal financial assistance. Therefore, the Department does not discriminate on the basis of race, sex, color, age, national origin, religion (not applicable as a protected group under the Federal Motor Carrier Safety Administration Title VI Program), disability, Limited English Proficiency (LEP), or low-income status in the admission, access to and treatment in the Department’s programs and activities, as well as the Department’s hiring or employment practices. Complaints of alleged discrimination and inquiries regarding the Department’s nondiscrimination policies may be directed to Joanna P. McFadden Section Head - EEO/DBE (ADA/504/Title VI Coordinator), P.O. Box 2261, Little Rock, AR 72203, (501) 569-2298, (Voice/TTY 711), or the following email address: [email protected] Free language assistance for the Limited English Proficient individuals is available upon request. This notice is available from the ADA/504/Title VI Coordinator in large print, on audiotape and in Braille. -
Download Bypass Basics Brochure
ity un m Bypass Basics om d C ze -Si ium Co Med nside and ring a Bypass in Your Small by•pass /ˈbīˌpas/ noun Prepared by CUTR for the a road passing around a town or its center to FDOT Systems Planning Office 2014 provide an alternative route for through traffic. www.dot.state.fl.us/planning/systems/ - Google Dictionary Bypass Basics why build a bypass? Your community may be asked to consider a bypass to relieve traffic congestion and to improve travel time for those passing through – especially trucks. Desire for a bypass is increasing for state highways on Florida’s Strategic Intermodal System (SIS) that run through small- and medium-sized communities. This is because “SIS” highways are designated to provide for the statewide movement of people and goods and, therefore, are critical to the economy. is a bypass needed? Questions to ask Major state highways are often the main street in small and medium-sized Why is FDOT proposing a communities. This means they serve local, as well as regional, travel. bypass in this community? Freight and through traffic in these communities contribute to traffic congestion and have other adverse impacts on quality of life. A highway bypass may be appropriate where heavy truck traffic causes continuing unacceptable impacts, such as noise, fumes, and vibration. It may also Statistics from recently be appropriate where a high percentage of trips are just passing through completed bypasses in Florida: the community. In these situations, the bypass would significantly reduce traffic congestion and pollution. • Bypasses circumvent communities with populations ranging from 10,000 to Roadways on Florida’s Strategic Intermodal System (SIS) support economic 90,000–most with a population under 25,000. -
Hall Parking Permits Required Through Finals
12-06-02 01, 03 12/5/02 9:16 PM Page 1 FRIDAY First December 6, 2002 strike WSU volleyball plays first game in NCAA Cloudy tourney today High: 36 | Low: 29 Sports | 5 More weather, Page 2 Volume 108 | No. 76 | [email protected] | www.dailyevergreen.com A student publication of Washington State University | Pullman, Washington ICE BREAKER Holiday shopping possible in Pullman Amy Trang “For what I don’t Daily Evergreen staff get, I can find ’Tis the season for holi- most anything day shopping. As the holiday season in the Palouse approaches, WSU students Mall.” are hitting the stores from Pullman to Seattle on the Christina Thiemann search for the perfect gift sophomore, nutrition for everyone on their lists. For Christina Thiemann, her holiday Pea and Lentil Council and shopping starts at Norwegian national cook- Thanksgiving break. books. Eggnog lattes also Thiemann, a sophomore will be on sale for $1. nutrition major, shops for “It’s a fun time to come most of her gifts in her in, have some goodies, hometown, Tacoma. meet local authors and “For what I don’t get, I enjoy the new holiday can find most everything in extended hours,” said Erin the Palouse Mall or some- Balch, Bookie retail sales where in town,” she said. associate . “If I can’t find it here, then Authors Lance Olsen I usually do last-minute and Joan Burbick will be at shopping at home or go to the event to read excerpts Brendan Dore/Daily Evergreen Spokane.” from their new books and Jon Miller, a senior hotel and restaurant management major, removes snow from his car windshield Tuesday Tarynn Rudee, a junior sign them. -
Economic Impacts of Highway Bypasses on Communities
The Economic Impacts of Highway Bypasses on Communities Summary A research project by the Wisconsin Department of Transportation January 1998 (reformatted in April of 1999 for Internet placement) 1 NOTICE: This research was funded by the Wisconsin Council on Research of the Wisconsin Department of Transportation (WisDOT) and the Federal Highway Administration (FHWA). The contents of this report reflect the research findings of the staff of WisDOT’s Economic Planning & Development Section, who are responsible for the accuracy of the data contained herein. The contents do not necessarily reflect official views or policies of WisDOT or FHWA at the time of publication. This document is disseminated under the sponsorship of WisDOT and FHWA in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. This report does not constitute policy standards, specifications or regulations. The United States Government does not endorse products or businesses. Trade, publication or product names may appear in this report only because they are considered essential to the research conducted in the study. 2 3 INTRODUCTION KEY PROJECT FINDINGS: Since 1980, there have been State Highway bypasses built around 17 Wisconsin communities. Through • In most communities, highway bypasses have the year 2010, at least 20 more bypasses are little adverse impact on overall economic anticipated for construction. activity. The economies of smaller communities have a greater potential to be adversely impacted by a bypass. Bypass plans often generate local concern about impacts on local commerce, development, land use, • Over the long term, average traffic levels on and general quality of life.