Interstate Toll Bridges Tunnel
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Final Point of Access Study
Prepared for: I-95/Scudder Falls Bridge Improvement Project Technical Memorandum No. 28 FINAL POINT OF ACCESS STUDY Contract C-393A, Capital Project No. CP0301A Prepared by: Philadelphia, PA In association with: HNTB Corporation STV Inc. Gannett Fleming, Inc. A.D. Marble & Company Kise Straw & Kolodner, Inc. Riverfront Associates, Inc. November, 2012 1 2 Technical Memorandum No. 28 – Final Point of Access Study Contract C-393A, Capital Project No. CP0301A I-95/Scudder Falls Bridge Improvement Project TABLE OF CONTENTS A. EXECUTIVE SUMMARY, INTRODUCTION AMD REQUIREMENTS ... 1 I. EXECUTIVE SUMMARY ........................................................................ 1 Purpose of Access......................................................................... 1 Summary of Findings .................................................................... 2 II. INTRODUCTION .................................................................................. 7 Project Description .............................................................. 7 Study Area Description ........................................................ 7 Project Area Description .................................................... 10 Project Purpose and Need .................................................. 11 III. REQUIREMENTS FOR APPROVAL OF ACCESS ..................................... 12 B. ENGINEERING STUDY ............................................................. 17 I. CURRENT CONDITIONS ........................................................... 17 Roadway Network -
I-95 Fort Mchenry Tunnel: Moravia Road to Tunnel Improvements
Maryland Transportation Authority 2020 - 2023 Transportation Improvement Program Highway Capacity National Highway System I-95 Fort McHenry Tunnel: Moravia Road to Tunnel Improvements TIP ID 22-1601-41 Year of Operation 2018 Agency Maryland Transportation Authority Project Type Roadway widening Project Category Highway Capacity Functional Class Interstate Conformity Status Not Exempt Physical Data 3.7 miles, 6 to 8 lanes CIP or CTP ID(s) MdTA-12 Est. Total Cost $73,807,000 Description: This project will reconfigure I-95 to provide four continuous mainline lanes in each direction. The specific limits are from north of the Fort McHenry Toll Plaza to the I-95 Express Toll Lanes (ETLs) in the northbound direction, and from north of the Fort McHenry Toll Plaza to north of O’Donnell Street in the southbound direction. The total work within the limits extends for 3.7 miles in the northbound direction and 1.1 miles in the southbound direction. The project involves restriping I-95 to provide one additional lane of traffic including reconstruction of at-grade shoulders, replacement of at-grade median concrete traffic barriers, and reconstruction of portions of existing bridge decks and all concrete bridge parapets. Construction continues, but the project opened to traffic for beneficial use in 2018. The project is funded with MDTA toll revenues. Justification: This project will provide lane continuity and additional capacity along I-95 between the Fort McHenry Tunnel and the I-95 ETLs. This is needed to address existing congestion and to accommodate diverted traffic from I-895 that will result from MDTA’s Canton Viaduct Project. -
ORB Volume III Addendum 1 20201125 Clean
REQUEST FOR PROPOSALS A PROJECT TO PROVIDE A CUSTOMER SERVICE CENTER AND BACK OFFICE SYSTEM FOR RIVERLINK’S OHIO RIVER BRIDGES VOLUME III ADDENDUM 1 REFERENCE INFORMATION DOCUMENTS A PROJECT OF THE INDIANA FINANCE AUTHORITY ISSUED September 30, 2020 Indiana Finance Authority One North Capitol Avenue, Suite 900 Indianapolis, Indiana 46204 i CONTENTS Section 1: Joint Board Authority Section 2: Agency Website References Section 3: E-ZPass References Section 4: Indiana Walk-up Center Lease Section 5: Kentucky Walk-up Center Lease Section 6: Current 3rd Party Providers Section 7: ICDs Section 8: Proposed Transaction Flow Section 9: Traffic Data Section 10: CSC Data Section 11: Example Reports Section 12: Retention Policies Indiana Finance Authority/Joint Board 1 Request for Proposals Volume III Addendum 1 RiverLink CSC & BOS References Section 1: Joint Board Authority https://riverlink.com/about/joint-board/ Indiana Finance Authority/Joint Board 2 Request for Proposals Volume III Addendum 1 RiverLink CSC & BOS References Section 2: Agency Website References Kentucky Public Transportation Infrastructure Authority: Louisville Bridges Project https://transportation.ky.gov/KPTIA/Pages/default.aspx INDOT Ohio River Bridges: Library https://www.in.gov/indot/3696.htm Indiana Finance Authority/Joint Board 3 Request for Proposals Volume III Addendum 1 RiverLink CSC & BOS References Section 3: E-ZPass References IAG Operating / Reciprocity Agreements and File Specifications https://e-zpassiag.com/interoperability Indiana Finance Authority/Joint Board -
Maryland Transportation Authority (MDTA)
Maryland Transportation Authority (MDTA) I-95 Major Deck and Superstructure Rehabilitation South of the Fort McHenry Tunnel Northeast Bridge Preservation Partnership Conference September 20, 2016 David A. LaBella, P.E., Maryland Transportation Authority Agenda • About MDTA • History of FMT • Project Development • Project Design Elements • Project Construction • Q&A 2 Maryland Transportation Authority (MDTA) 2 3 Maryland Transportation Authority (MDTA) • William Preston Lane Jr. Memorial (Bay) Bridge (US 50/301) – 4.3 miles • Francis Scott Key Bridge (I-695) – 11.0 miles (1.9 miles bridge) • Baltimore Harbor Tunnel (I-895) – 18.25 miles (1.4 miles tunnel) • Fort McHenry Tunnel (I-95/I-395) – 13.2 miles (1.5 miles tunnel) • John F. Kennedy Memorial Highway (I-95) – 51.6 miles (1.0 mile Millard E. Tydings Memorial Bridge) • Thomas J. Hatem Memorial Bridge (US 40) – 1.9 miles • Governor Harry W. Nice Memorial Bridge (US 301) – 2.1 miles • Intercounty Connector (MD 200) – 17.5 miles 4 Project Limits Southern Caton Tunnel Portal Avenue 4 I-95, South of Fort McHenry Tunnel to Caton Avenue Work in Both NB and SB Directions 5 Project Overview • Located in Baltimore City on I-95, South of the Fort McHenry Tunnel to Caton Avenue • Project Length 4.4 miles • Mainline I-95 and Ramp Bridges Serving I-95 Expansion Joint Replacements Riding Surface Replacement • Work Began in 2014 and Completed in 2016 (Deck Work - Two Construction Seasons) 6 Fort McHenry Tunnel Facility • I-95: Construction Dates of Bridges Varied; North of Tunnel Primarily in Early -
It's the Way to Go at the Peace Bridge
The coupon is not an invoice. If you Step 3 Read the customer guide New Jersey Highway Authority Garden State Parkway are a credit card customer, you don’t carefully. It explains how to use E-ZPass have to worry about an interruption and everything else that you should know New Jersey Turnpike Authority New Jersey Turnpike in your E-ZPass service because we about your account. Mount your tag and New York State Bridge Authority make it easy for you by automatically you’re on your way! Rip Van Winkle Bridge replenishing your account when it hits Kingston-Rhinecliff Bridge a low threshold level. Mid-Hudson Bridge Newburgh-Beacon Bridge For current E-ZPass customers: Where it is available. Bear Mountain Bridge If you already have an E-ZPass tag from E-ZPass is accepted anywhere there is an E-ZPass logo. New York State Thruway Authority It’s the Way another toll agency such as the NYS This network of roads aids in making it a truly Entire New York State Thruway including: seamless, regional transportation solution. With one New Rochelle Barrier Thruway, you may use your tag at the account, E-ZPass customers may use all toll facilities Yonkers Barrier Peace Bridge in an E-ZPass lane. Any where E-ZPass is accepted. Tappan Zee Bridge to Go at the NYS Thruway questions regarding use of Note: Motorists with existing E-ZPass accounts do not Spring Valley (commercial vehicle only) have to open a new or separate account for use in Harriman Barrier your tag must be directed to the NYS different states. -
History, Facts & Statistics
Other Facilities & Programs The Tourism Council supervises the preparation and placement of paid advertising to stimulate interest in the 1000 Islands Region as a tourist In 1977 the TIBA was gifted the Boldt Castle attraction destination. All advertising includes the toll free phone number (1-800-847- on Heart Island, a major tourist destination in the 5263) and website www.visit1000islands.com to receive direct inquiries. The 1000 Islands region, but a property that had been Travel Guide is sent as the fulfi llment piece to all inquiries received as a result allowed to decline to a state of disrepair. In addition, of these advertisements. the TIBA assumed ownership of the Boldt Castle Yacht House (now open for public visitation) as part of this gift. The TIITC is also very active in preparing news releases to stimulate editorial The TIBA quickly moved on a well-planned repair program to arrest further coverage in newspapers and magazines. Publicity programs, familiarization deterioration and to rehabilitate much of these properties. tours, and festival promotion off er a substantial amount of interest for this program. In 1978, the fi rst year the Authority operated the Boldt Castle attraction, THOUSANDBRIDGE ISLANDS attendance was tallied at 99,000 visitors. With over $35,000,000 in maintenance The TIBA and the FBCL, have long been key players in the promotion of tourism- repairs and major capital improvement projects to this regional attraction, related development, providing benefi ts of tremendous economic welfare to y this region. The TIBA’s Welcome Center houses the offi ces of the TIITC as well r visitations have increased annually – including a one-year, record-breaking a as off ers informational and comfort facilities to the traveling public, located s attendance of 240,000! r e near the US bridge at Collins Landing. -
South Norfolk Jordan Bridge (“SNJB”) Is a 5,372 Ft Fixed Bridge That Connects the City of Chesapeake to the City of Portsmouth Over the Elizabeth River In
TOLL REVENUE NEW BUILD / REPLACEMENT SOUTH NORFOLK PRIVATIZATION PRIVATE FINANCING UNSOLICITED BID JORDAN BRIDGE CHESAPEAKE, VA The South Norfolk Jordan Bridge (“SNJB”) is a 5,372 ft fixed bridge that connects the City of Chesapeake to the City of Portsmouth over the Elizabeth River in Virginia. The City of Chesapeake had decommissioned the original Jordan Bridge in November 2008. An unsolicited proposal submitted by United Bridge Partners (“UBP”) to replace the Jordan Bridge with a new, privately owned bridge was approved by the City of Chesapeake in January 20091 by executing an Acquisition and Development Agreement (“ADA”) between UBP and the City of Chesapeake. As part of the ADA, UBP assumed responsibility to demolish the existing Jordan Bridge, aquired the right of way and easments associated with the bridge, and the right to toll, design, construct, finance, operate and assume ownership of a new bridge and associated tolling facilities on the SNJB. The construction of the SNJB was reported to be privately financed. Project revenue on the SNJB comes from tolls, set by the private operator with no defined limit, which are collected electronically on the bridge2. Note: the facts of this case study were reviewed by UBP. We have provided Chesapeake footnotes to describe instances where UBP disputes information in the public domain. BACKGROUND + PROJECT DRIVERS The Elizabeth River Corridor between Midtown Tunnel and High Rise Bridge in southern eastern Virginia near the Chesapeake Bay serves approximately 250,000 Figure 1: Elizabeth River Crossings. vehicle trip crossings per weekday. It is a growing corridor that primarily serves Source: Pickard, A. -
Toll Roads in the United States: History and Current Policy
TOLL FACILITIES IN THE UNITED STATES Bridges - Roads - Tunnels - Ferries August 2009 Publication No: FHWA-PL-09-00021 Internet: http://www.fhwa.dot.gov/ohim/tollpage.htm Toll Roads in the United States: History and Current Policy History The early settlers who came to America found a land of dense wilderness, interlaced with creeks, rivers, and streams. Within this wilderness was an extensive network of trails, many of which were created by the migration of the buffalo and used by the Native American Indians as hunting and trading routes. These primitive trails were at first crooked and narrow. Over time, the trails were widened, straightened and improved by settlers for use by horse and wagons. These became some of the first roads in the new land. After the American Revolution, the National Government began to realize the importance of westward expansion and trade in the development of the new Nation. As a result, an era of road building began. This period was marked by the development of turnpike companies, our earliest toll roads in the United States. In 1792, the first turnpike was chartered and became known as the Philadelphia and Lancaster Turnpike in Pennsylvania. It was the first road in America covered with a layer of crushed stone. The boom in turnpike construction began, resulting in the incorporation of more than 50 turnpike companies in Connecticut, 67 in New York, and others in Massachusetts and around the country. A notable turnpike, the Boston-Newburyport Turnpike, was 32 miles long and cost approximately $12,500 per mile to construct. As the Nation grew, so did the need for improved roads. -
Phase 1 Study
DELAWARE RIVER JOINT TOLL BRIDGE COMMISSION SOUTHERLY CROSSINGS CORRIDOR STUDY PHASE I TRANSPORTATION STUDY Prepared for: DELAWARE RIVER JOINT TOLL BRIDGE COMMISSION Prepared by: THE LOUIS BERGER GROUP, INC. EAST ORANGE, NEW JERSEY June 2002 TABLE OF CONTENTS Southerly Crossings Corridor Study TABLE OF CONTENTS Page EXECUTIVE SUMMARY.............................................................Executive Summary Page 1 1.0 INTRODUCTION AND STUDY METHODOLOGY.............................................1-1 1.1 Background.........................................................................................1-1 1.2 Objectives of the Southerly Crossings Corridor Study .....................................1-3 1.3 Traffic Forecasting & Analysis Methodology................................................1-3 1.3.1 Overview.............................................................................................................1-3 1.3.2 Travel Demand Forecasting ................................................................................1-4 1.4 Alternatives Development and Screening .....................................................1-7 1.5 Alternatives Analysis-Measures of Effectiveness .......................................... 1-10 1.5.1 Level of Service...............................................................................................1-10 1.5.2 Construction Cost Estimates............................................................................1-11 2.0 EXISTING CONDITIONS ..............................................................................2-1 -
Maryland Oversize/ Overweight Permit Manual
Oversize/ Overweight Permit Manual Maryland Foreword The Specialized Carriers & Rigging Association is pleased to publish this Oversize/ Overweight Permit Manual. Each state analysis includes information in a standardized format: contact, legal limits, special permit limits, general restrictions, types of permits available, fees, escort needs, fines, and restricted travel areas. Telephone numbers, locations, and hours of operation are listed for ports of entry and permit branches. However, readers are always advised to check with the state offices on current laws and procedures. This project could not have been completed without the advice and consultation of many state officials. We thank all of those who provided permit manuals, maps, laws, regulations, and various other forms of documentation. Legal Notice This SC&RA Oversize/Overweight Permit Manual is intended only to provide concise, easily read information, useful in planning movements of overdimensional and overweight loads. This Permit Manual is not intended to be an accurate summary of all the applicable laws and regulations. Users of the Permit Manual should confirm the information contained herein before dispatching vehicles and loads. The SC&RA cautions Permit Manual users that state laws and regulations are subject to change without notice, and that some time elapses between the effective date of such changes and the amendment of the Permit Manual to reflect those changes. The SC&RA assumes no responsibility for accident, injury, loss or claim, penalties or any other damage resulting from reliance on the contents of this Permit Manual. Specialized Carriers & Copyright 1987-2015 by the Specialized Carriers & Rigging Association . All rights reserved. No part of this publication may Rigging Association be reproduced, stored in a retrieval system, or transmitted in any 5870 Trinity Parkway, Suite 200 form or by any means, electronic, mechanical, photocopying, Centreville, VA 20120 recording, scanning, or otherwise, without the prior written PHONE: (703) 698-0291 permission of the publisher, Joel M. -
Toll Pricing and Its Relationship to Travel Demand, Elasticity, and Distribution of Economic Activities for Hampton Roads, Virginia
TOLL PRICING AND ITS RELATIONSHIP TO TRAVEL DEMAND, ELASTICITY, AND DISTRIBUTION OF ECONOMIC ACTIVITIES FOR HAMPTON ROADS, VIRGINIA Salvatore J. Bellomo, Alan M. Voorhees and Associates, Inc. This paper presents the effect of toll pricing on travel demand and distri bution of economic activities in the Hampton Roads area of southeastern Virginia. A methodology is described that projects simultaneously travel demand and distribution of population and employment. The 1°esults o.r test ing future alternative conditions for crossing Hampton Roads are used to illustrate the impact of changes in new facilities and toll pricing on travel demand, average vehicular trip length, trip purpose, and distribution of future population and employment. The findings in this paper offer an alter native method to the projection of a single-demand estimate used in most urban area transportation studies. The consideration for the elasticity of demand with respect to price described in this paper could be applied to the analysis of major facilities within urbanized areas or between major regions that are considering toll-pricing policies or broader transport-pricing policies. •PRICING POLICIES can be used by the transportation and urban planner to control travel demand and the distribution of economic activities. Roth (1) pointed out qualita tively how the road pricing of congestion could be used to reduce vehicular travel de mand. Golenburg and Keith (2) illustrated quantitatively through a simulation technique how the price on parking could be used to r educe automobile travel demand in Canberra, Australia. The purpose of this paper is to present quantitatively the effect of future toll-pricing schemes on the demand for highway travel and the distribution of economic activities in the Hampton Roads area of southeastern Virginia shown in Figure 1. -
Toll Bridge Regulation: a Method of Mass Transit Financing and Air Quality Control Gerald M
Urban Law Annual ; Journal of Urban and Contemporary Law Volume 16 January 1979 Toll Bridge Regulation: A Method of Mass Transit Financing and Air Quality Control Gerald M. Tierney Follow this and additional works at: https://openscholarship.wustl.edu/law_urbanlaw Part of the Law Commons Recommended Citation Gerald M. Tierney, Toll Bridge Regulation: A Method of Mass Transit Financing and Air Quality Control, 16 Urb. L. Ann. 193 (1979) Available at: https://openscholarship.wustl.edu/law_urbanlaw/vol16/iss1/5 This Article is brought to you for free and open access by the Law School at Washington University Open Scholarship. It has been accepted for inclusion in Urban Law Annual ; Journal of Urban and Contemporary Law by an authorized administrator of Washington University Open Scholarship. For more information, please contact [email protected]. TOLL BRIDGE REGULATION: A METHOD OF MASS TRANSIT FINANCING AND AIR QUALITY CONTROL GERALD M. TIERNE Y* The practice of charging tolls on bridges began before the reign of Charlemagne.' As the era of private enterprise flourished in Great Britain and the United States, tolls for travelling on roads and bridges became the rule rather than the exception.2 At one time al- most all the bridges in Great Britain charged tolls for passage,3 and many well-known bridges in the United States, built with private financing, charged tolls to provide a fair return on the construction investment.4 * Trial Attorney, Federal Highway Administration. B.A., Fordham University, 1969; J.D., Syracuse University, College of Law, 1972; LL.M., University of Mis- souri-Kansas City School of Law, 1974.