I-15; 24Th Street Interchange Weber County Website (If Applicable)

Total Page：16

File Type：pdf, Size：1020Kb

I-15; 24th Street Interchange Weber County Website (if applicable) PROJECT OVERVIEW The 24th Street Interchange is currently a half-interchange; it has only 2 ramps whereas interchanges usually have 4 ramps. This existing half-interchange will not meet future traffic demand and needs to be reconfigures to add the additional 2 ramps to increase the functionality of the interchange to meet future traffic demand as well as improve mobility in the area in general. The project will also connect SR-108 to the 24th Street interchange, by adding a new 5-lane urban arterial street. This new street will begin at 1900 West and follow the alignment of Midland Drive until about 3100 South (or about 1600 West), at which point it will diverge from the old road and follow a new alignment that approaches the railroad line to the east before it curves northward. This Image Caption new street will include a roundabout where it intersects with Pennsylvania Ave., and then it will continue north to the freeway interchange. The existing bridge at I-15 will be replaced as it does not BENEFITS 24th Street Interchange Design allow space for the proposed interchange and associated lane configurations. Additional activities and improvements will accompany ● Improved connection to transportation network to the roadway work, including relocation of underground and overhead support movement of people - travel time savings utilities, installing drainage facilities, property acquisitions, and ● Safety improvements due to road upgrades and removal significant railroad improvements to provide uninterrupted rail service to of at grade rail crossing Ogden Commercial and Industrial Park. ● Improved Connection to Transportation Network to Support Movement of People and Freight - Improved FUNDING Reliability I-15; 24th Street Interchange $96,000,000 SCHEDULE (subject to change) Total Cost $96,000,000 2021- 2022 2023 Months Months Advertise Project CONSTRUCTION CONCEPT/DESIGN/ENVIRO 90% June 30, 2022 January 20, 2023 February 10, 2023 Region #1 Pin #15683 Last Updated: 01/19/2021 I-15; 24th Street Interchange Weber County Website (if applicable) Region #1 Pin #15683 Last Updated: 01/15/2021 .

Copy Link

Recommended publications

Chapter 10 Grade Separations and Interchanges
2005 Grade Separations and Interchanges CHAPTER 10 GRADE SEPARATIONS AND INTERCHANGES 10.0 INTRODUCTION AND GENERAL TYPES OF INTERCHANGES The ability to accommodate high volumes of traffic safely and efficiently through intersections depends largely on the arrangement that is provided for handling intersecting traffic. The greatest efficiency, safety, and capacity, and least amount of air pollution are attained when the intersecting through traffic lanes are grade separated. An interchange is a system of interconnecting roadways in conjunction with one or more grade separations that provide for the movement of traffic between two or more roadways or highways on different levels. Interchange design is the most specialized and highly developed form of intersection design. The designer should be thoroughly familiar with the material in Chapter 9 before starting the design of an interchange. Relevant portions of the following material covered in Chapter 9 also apply to interchange design: • general factors affecting design • basic data required • principles of channelization • design procedure • design standards Material previously covered is not repeated. The discussion which follows covers modifications in the above-mentioned material and additional material pertaining exclusively to interchanges. The economic effect on abutting properties resulting from the design of an intersection at-grade is usually confined to the area in the immediate vicinity of the intersection. An interchange or series of interchanges on a freeway or expressway through a community may affect large contiguous areas or even the entire community. For this reason, consideration should be given to an active public process to encourage context sensitive solutions. Interchanges must be located and designed to provide the most desirable overall plan of access, traffic service, and community development.
[Show full text]
I-75/Laplaisance Road Interchange Reconstruction Presentation
I-75 / LAPLAISANCE ROAD INTERCHANGE RECONSTRUCTION PROJECT OVERVIEW END construction limits along PROJECT LIMITS LaPlaisance Road Limited ROW Albain Ramp E City of Monroe Road Davis Ramp C Drain Monroe Township Fire Station No. 2 LaPlaisance Creek Limited Monroe Charter Township extends through ROW the project limits Ramp D Monroe Links of Lake Boat Club Erie Golf Course adjacent to Ramp B project limits Harbor Marine Trout’s Yacht Ramp A Basin Lake Erie BEGIN construction limits along LaPlaisance Road PROJECT DETAILS Interchange study completed to determine best alternative for design and construction Structure study approval from Federal Highway Reconstruction of LaPlaisance bridge over I-75 Reconstruction of LaPlaisance Road interchange Reconstruction of LaPlaisance Road Reconfiguration of interchange PROJECT TIMELINE Project Letting March 5, 2021 Spring 2021 to Spring 2022 Construction! Bridge and • LaPlaisance Rd bridge over I-75 and LaPlaisance Road pavement constructed in 1955 condition • LaPlaisance Rd interchange ramps reconstructed in 1974 • 25-year (2045) traffic projections Interchange • Reconfiguration of interchange Modernization • Shorter bridge to reduce upfront and future maintenance costs PROJECT NEED SPECIFIC PROJECT INFORMATION (INTERCHANGE RECONFIGURATION) LaPlaisance Road over I-75 (existing condition) Bridge currently closed to traffic Requires replacement due to current condition Existing 14 ft-3 inch (SB) minimum posted underclearance LaPlaisance Road and Ramps The existing interchange operates at an
[Show full text]
GUIDELINES for TIMING and COORDINATING DIAMOND November 2000 INTERCHANGES with ADJACENT TRAFFIC SIGNALS 6
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. TX-00/4913-2 4. Title and Subtitle 5. Report Date GUIDELINES FOR TIMING AND COORDINATING DIAMOND November 2000 INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Nadeem A. Chaudhary and Chi-Leung Chu Report 4913-2 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project No. 7-4913 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Research: Construction Division September 1998 – August 2000 Research and Technology Transfer Section 14. Sponsoring Agency Code P. O. Box 5080 Austin, Texas 78763-5080 15. Supplementary Notes Research performed in cooperation with the Texas Department of Transportation. Research Project Title: Operational Strategies for Arterial Congestion at Interchanges 16. Abstract This report contains guidelines for timing diamond interchanges and for coordinating diamond interchanges with closely spaced adjacent signals on the arterial. Texas Transportation Institute (TTI) researchers developed these guidelines during a two-year project funded by the Texas Department of Transportation. 17. Key Words 18. Distribution Statement Diamond Interchanges, Capacity Analysis, Traffic No restrictions. This document is available to the Signal Coordination, Traffic Congestion, Signalized public through NTIS: Arterials National Technical Information Service 5285 Port Royal Road Springfield, Virginia 22161 19. Security Classif.(of this report) 20. Security Classif.(of this page) 21. No. of Pages 22. Price Unclassified Unclassified 50 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized GUIDELINES FOR TIMING AND COORDINATING DIAMOND INTERCHANGES WITH ADJACENT TRAFFIC SIGNALS by Nadeem A.
[Show full text]
Detail of Toll Plazas at Lahore Ring Road
DETAIL OF TOLL PLAZAS AT LAHORE RING ROAD Location Sr. No. Name of Toll Plaza Name of Interchanges / Underpasses / Cuts 1 1 Gulshan Ravi Main Toll Plaza Main Carriage Way 2 2 Saggian (Alpha) Saggian Interchange 3 3 Saggian (Bravo) 4 4 Sabzi Mandi (Bravo) Niazi Shaheed Interchange 5 5 Main Toll Plaza (Bravo) 6 6 Amir Cut (Alpha) Cut on main Carriage Way 7 7 Amir Cut (Bravo) 8 8 Karol (Alpha) Karol Under Pass 9 9 Karol (Bravo) 10 10 Mehmood Booti (Alpha) TrafficCircleShaheedNiazi Mehmood Booti Interchange 11 11 Mehmood Booti (Bravo) 12 1 Shareef Pura (Alpha) Shareef Pura/Bhini Road Under Pass 13 2 Shareef Pura (Bravo) 14 3 Quaid-e-Azam (Alpha) Quaid-e-Azam Interchange 15 4 Quaid-e-Azam (Bravo) 16 5 Harbanspura (Alpha) Herbanspura Interchange 17 6 Harbanspura (Bravo) 18 7 A-Gul (Alpha) NORTHERN LOOP 19 8 A-Gul (Bravo) Abdullah Gull Interchange 20 9 Chungi Daghaij 21 10 Air Port (Alpha) 22 11 Air Port (Bravo) Cut on main Carriage Way 23 12 Sajpal (Bravo) 24 13 Ghazi (Alpha) TrafficCircleAbdullah Gull 25 14 Ghazi Phase 8 (Alpha) Ghazi Interchange 26 15 Ghazi (Bravo) 27 16 Nawaz Sharif (Alpha) 28 17 Badian (Bravo) Nawaz Shareef Interchange 29 18 Phase 6 (Bravo) 30 1 Kamahan (Alpha) Kamahan Interchange 31 2 Kamahan (Bravo) 32 3 Masjid Aysha (Alpha) On main Carriage Way 33 4 Camp Office Kamahan (Bravo) 34 5 Ashiana (Alpha) Ashiana Interchange 35 6 Ashiana (Bravo) 36 7 Gaju Matta 1 (Alpha) Traffic Circle Kamahan Gajju Matta Interchange 37 8 Gaju Matta 1 (Bravo) 38 1 Kahna Kacha (Alpha) Kahna Kacha Interchange 39 2 Kahna Kacha (Bravo) 40 3 Haluki (Alpha) SOUTHERN LOOP Haluki Interchange 41 4 Haluki (Bravo) 42 5 Lake City (Alpha) Lake City Interchange 43 6 Lake City (Bravo) Traffic Circle Adda Plot 44 7 Adda Plot (Alpha) Adda Plot Interchange.
[Show full text]
TM 27 – NJ-29 Interchange Roundabout Evaluation Study
Prepared for: I-95/Scudder Falls Bridge Improvement Project TM 27 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 Prepared by: Philadelphia, PA In association with: Kittelson & Associates, Inc March 2006 TM 29 – NJ-29 Interchange Roundabout Evaluation Study Contract C-393A, Capital Project No. CP0301A, Account No. 7161-06-012 I-95/Scudder Falls Bridge Improvement Project TABLE OF CONTENTS Table of Contents ................................................................. i Introduction ........................................................................ 1 Project Background .............................................................. 1 The KAI Assessment Scope ................................................... 3 Development of Additional Alternative Interchange Options4 Option 1A Modified: DMJM Folded Diamond w/Roundabout ........ 4 Option 1C Modified: NJDOT Roundabout Modified ..................... 5 Operational Assessment...................................................... 6 Assessment Tool Selection .................................................... 6 Assessment Results.............................................................. 6 I-95 Northbound Ramps/NJ-29 (Southern Intersection)............. 7 Intersection Levels of Service (LOS) ......................................................................... 7 Volume to Capacity Ratio (V/C) ............................................................................... 9 Intersection Delay ..............................................................................................
[Show full text]
G37 Interchange — Stage 1 Detour
CANADIAN CONSULTING ENGINEERING AWARDS 2011 G37 Interchange — Stage 1 Detour Category: Project Management Client/Owner: The City of Calgary Transportation Infrastructure Subconsultants: Thurber Engineering Ltd. ENMAX Power Services Corporation HFP Acoustical Consultants Corp. K-3 Project Management Ltd. General Contractor: PCL Construction Management Inc. May 2011 2011 CCE AWARDS G37 Interchange — Stage 1 Detour 2 ISL Engineering and Land Services | CH2M HILL Canada Ltd. | May 2011 G37 Interchange — Stage 1 Detour 2011 CCE AWARDS G37 Interchange — Stage 1 Detour FROM CONCEPT TO COMPLETION IN FIVE MONTHS On November 6, 2009, ISL Engineering and Land Services Ltd. and CH2M HILL Canada Ltd. were selected by The City of Calgary to provide engineering consulting services for the planning, design and construction administration for the grade separation of Glenmore Trail at 37 Street SW (the G37 Project.) At that time, the scope of work required refining the opening day concept plan, previously developed by ISL and endorsed by Calgary City Council in early September 2009, followed by design of detailed plans to start construction in Spring 2010 and open the interchange by Fall 2010. These tight timelines required a running start, innovative approaches and concentrated, dedicated team work. As leading local consultants, our firms pooled the resources necessary to provide a cohesive, complete team for the City. The project design team included members with specific responsibility for Project Management, Quality Management, Alternate Delivery, Transportation Planning, Roadway Design and Construction, Structural Design and Construction, Drainage and Utility Design, Geotechnical Engineering, Noise Analysis, Road Safety Audit, Erosion and Sediment Control Plans, Streetlighting, and Partnering. Eventually, this single project team concept was extended to include the general contractor, PCL Construction Management Inc., and their major subcontractors Lafarge Canada Inc.
[Show full text]
FACT SHEET: Express Lanes Santa Clara Valley Transportation Authority’S (VTA) Silicon Valley Express Lanes Phase 3 (US 101/SR 85) Express Lanes Project
FACT SHEET: Express Lanes Santa Clara Valley Transportation Authority’s (VTA) Silicon Valley Express Lanes Phase 3 (US 101/SR 85) Express Lanes Project Overview The Santa Clara Valley Transportation Authority (VTA) Silicon Valley Express Lanes Program deploys express lanes throughout Santa Clara County including the initial implementations on State Route (SR) 237 and US 101/SR 85 interchange. VTA is implementing the program in phases based on funding availability. The first four phases convert existing carpool lanes to express lanes, while future phases may include both conversion of existing carpool lanes to express lanes and the addition of new express lane (including a second lane in certain instances) as needed. Phase 1 implemented express lanes on SR 237 by converting existing carpool lanes through the I-880/SR 237 interchange. Phase 2 will complete the conversion of existing carpool lanes to express lanes on SR 237 between North First Street and Mathilda Avenue. Phases 3 and 4 will implement the first express lanes through the two US 101/SR 85 interchanges in Mountain View and south San Jose. Phase 5 will continue the conversion of the existing carpool lane to an express lane on US 101 and add a second express lane from Fair Oaks Avenue to I-880 in San Jose. Express Lanes Benefits • Results in more efficient use of existing roadway. • Provides a new, reliable travel option. • Provides a new revenue stream for transportation improvements, including public transit. Project Features The Phase 3 project on US 101 and SR 85 will: 1) Convert the existing single carpool lanes to express lanes in the following locations: a.
[Show full text]
High-Occupancy Vehicle Project Case Studies History and Institutional December 1990 Arrangements
TECHNICAL REPORT STANDARD TITLE PAGE 1. Report No. 3. Recipienl't CaWog No. UMTA/TX-89/1-925-3 S. Report Date High-Occupancy Vehicle Project Case Studies History and Institutional December 1990 Arrangements 1. AUl.bm(•) &. Pezforming Orpniwio11 Report No. Katherine F. Turnbull Technical Report 925-3 9. Performill& Orpniwioa Name ud Addnm 10. Wodt UAil No. Texas Transportation Institute Texas A&M University System 11. Conlract or Gnat No. College Station, Texas 77843-3135 Study No. 2·11-89/1-925 13. 1yPe of Report and Period Covered Texas Department of Transportation P.O. Box 5051 . Austin. Texas 78763 15. Supplememary Noces Research performed in cooperation with DOT, UMTA. Technical Study Title: An Assessment of Freeway High-Occupancy Vehicle Projects 16. Abstncl This report presents an analysis of the history and institutional arrangements associated with high-occupancy vehicle (HOV) projects in Houston, Texas; Minnea~lis - St. Paul, Minnesota; Orange County, California; Pittsburgh, Pennsylvania; Seattle, Washington; and Washington, D.C./Northern Virginia. The report provides a summary of the elements common to the different projects, and a detailed description of the background and institutional arrangements associated with each of the case studies. The analysis includes an examination of the reasons behind the development of the projects, the background and history of the facilities, a discussion of the relevant issues associated with the HOV projects, and roles and responsibilities of the different agencies and organizations involved in the process. The analysis was conducted to identify common elements and unique characteristics leading to the implementation and operation of the HOV facilities.
[Show full text]
Chapter 27 – Access Control Modification Table of Contents
Chapter 27 – Access Control Modification Table of Contents CHAPTER 27 – Access Control Modification Table of Contents CHAPTER 27 – Access Control Modification ......................................... 27-3 ARTICLE 1 Introduction and Definitions ......................................... 27-3 Definitions ....................................................................................... 27-3 ARTICLE 2 Laws ............................................................................ 27-6 General ........................................................................................... 27-6 Federal Statutes ............................................................................. 27-7 California Constitution ..................................................................... 27-7 California Statutes .......................................................................... 27-8 ARTICLE 3 Policies ...................................................................... 27-12 General ......................................................................................... 27-12 Stewardship and Delegation of Federal Highway Administration Authority ....................................................................................... 27-12 Access Control .............................................................................. 27-13 Value of Change in Access Rights to Private Property ................. 27-15 Design Practice ............................................................................. 27-16 Road Maintenance Responsible
[Show full text]
Entry / Exit Points at Lahore Ring Road
DETAIL OF ENTRY / EXIT POINTS AT LAHORE RING ROAD Location Sr. No. Name of Entry / Exit Point Name of Interchanges/ Underpasses/ Cuts 1 1 Qurashi Gap(Alpha) 2 2 Azadi (Bravo) 3 3 Masjid Ahlehadis (Alpha) Niazi Shaheed Interchange 4 4 Shahdra Slip (Alpha) 5 5 Shahdra Slip (Bravo) 6 6 Amir Cut (Alpha) Cut on main Carriage Way 7 7 Amir Cut (Bravo) 8 8 Karol (Alpha) Karol Under Pass 9 9 Karol (Bravo) 10 10 Mehmood Booti (Alpha) Traffic Circle Niazi Shaheed Niazi Circle Traffic Mehmood Booti Interchange 11 11 Mehmood Booti (Bravo) 12 1 Shareef Pura (Alpha) Shareef Pura / Bheni Road Under Pass 13 2 Shareef Pura (Bravo) 14 3 Quaid-e-Azam (Alpha) Quaid-e-Azam Interchange 15 4 Quaid-e-Azam (Bravo) 16 5 Harbanspura (Alpha) Herbanspura Interchange 17 6 Harbanspura (Bravo) 18 7 A-Gul (Alpha) NORTHERN LOOP 19 8 A-Gul (Bravo) Abdullah Gul Interchange 20 9 Askari-10 (Alpha) 21 10 Barki (Bravo) 22 11 Air Port (Bravo) On main Carriage Way 23 12 Sajpal (Bravo) 24 13 Ghazi (Alpha) Ghazi Interchange Traffic Circle AbdullahCircle Traffic Gull 25 14 Ghazi (Bravo) 26 15 Nawaz Sharif (Alpha) 27 16 Badian (Bravo) Nawaz Shareef Interchange 28 17 Phase 6 (Bravo) 29 1 Kamahan (Alpha) Kamahan Interchange 30 2 Kamahan (Bravo) 31 3 Masjid Aysha (Alpha) On main Carriage Way 32 4 Camp Office Kamahan (Bravo) 33 5 Ashiana (Alpha) Ashiana Interchange 34 6 Ashiana (Bravo) 35 7 Gajju Matta 1 (Bravo) Gajju Matta Interchange 36 8 Gajju Matta 2 (Bravo) Traffic Circle Traffic KamahanCircle 37 1 Kahna Kacha (Alpha) Kahna Kacha Interchange 38 2 Kahna Kacha (Bravo) 39 3 Haluki 1 (Bravo) Haluki Interchnage 40 4 Haluki 2 (Bravo) SOUTHERN LOOP 41 5 Lake City (Alpha) Lake City Interchange 42 6 Lake City (Bravo) Traffic Circle Traffic AddaCircle Plot 43 7 Adda Plot (Bravo) Adda Plot Interchange.
[Show full text]
I-80 Omaha: 24 St. to 13 St. Interchange
HIGHWAY PROJECT INFORMATION Nebraska Department of Roads As of July 2013 Project S-80-9(1189) I-80 Omaha: 24th St. to 13th St. Interchange Control Number 22132A LOCATION: This project, located on I-80 within the City of Omaha in Douglas County, begins at the 24th Street overpass and extends east to the 13th Street Interchange. PURPOSE AND NEED: The purpose of this project is to preserve the I-80 transportation asset, improve the reliability of the transportation system by reducing congestion, and perpetuate the mobility of the traveling public. The need for this project is based on projected traffic count information. SCOPE OF WORK: This project is necessary to match Iowa’s rebuild of Interstate I-80 in Council Bluffs. The first phase, which was built from 2008 to 2011, began at the 13th Street interchange and extended east across the Missouri River into Iowa. This project includes grading, drainage, widening of I-80 pavement in both directions, lengthening the 16th Street Bridge, and rebuilding the ramps/loops in the 13th Street interchange. All of the on and off-ramps/loops in the 13th Street interchange will be rebuilt and I-80 mainline lanes expanded by one or two lanes. TRAFFIC VOLUMES: Interstate 80 (I-80); Omaha, 24th St. to 13th St. Year 2014 2034 Vehicles Per Day (ADT) 92,400 144,320 % Heavy Trucks 12% 13% ESTIMATED CONSTRUCTION SCHEDULE: NDOR estimates this project will take two construction seasons. The construction of this project is dependent upon Iowa’s schedule for the rebuild of the interstates in Council Bluffs.
[Show full text]
Roundabouts and Roundabout Interchanges
Roundabouts and Roundabout Interchanges Overview There are an estimated 300,000 signalized intersections in the United States. About one-third of all intersection fatalities occur at these locations, resulting in roughly 2,300 people killed each year. Furthermore, about 700 people are killed annually in red-light running collisions. Although traffic signals can work well for alternately assigning the right-of-way to different user movements across an intersection, roundabouts have demonstrated substantial safety and operational benefits compared to most other intersection forms and controls, with especially significant reductions in fatal and injury crashes. The Highway Safety Manual (HSM) indicates that: By converting from a two-way stop control mechanism to a roundabout, a location can experience an 82 percent reduction in severe (injury/fatal) crashes and a 44 percent reduction in overall crashes. By converting from a signalized intersection to a roundabout, a location can experience a 78 percent reduction in severe (injury/fatal) crashes and a 48 percent reduction in overall crashes. The benefits have been shown to occur in urban and rural areas under a wide range of traffic conditions, and ongoing research has expanded our collective knowledge on safety performance for specific scenarios. Although the safety performance of all-way stop control is comparable to roundabouts (per the HSM), roundabouts provide far greater operational advantages. Roundabouts result in significantly lower delay than signalized intersections. Roundabouts also can be an effective tool for managing speed and creating a transition area that moves traffic from a high-speed to a low-speed environment. However, proper site selection, channelization, and design features are essential for making roundabouts accessible to all users.
[Show full text]