DOCSLIB.ORG

Economic Benefits of Lake Michigan Car Ferry Service

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Economic Benefits of Lake Michigan Car Ferry Service HE 5778 T4 1976 Vol. 1. EIJJNCl1IC BENEFITS OF LAKE MICHIGAN CAR FERRY SERVIcE VOillME II TRANSPORTATION UBRARY MICHIGAN DEPT. STATE HIGHWAYS& · TRANSPORTATION LANSING,MICH • . .·• .. · Prepared Fo~ Michigan Department of State Higb,ways and Transportation (Contract No. 76-1579) Decelllber i97~ TERA, Inc. Suite 888, 1901 N. Fort Myer Drive Arl:ington, Virginia 22209 (703) 527-0440 EOONCMIC BENEFITS OF LAKE MICHIGAN CAR FERRY SERVICE VOLUME II TRANSPORTATION LIBRARY MICHIGAN DEPT. STATE HIGHWAYS & TRANSPORTATION LANSING,MICH. Prepared For Michigan Department of State Highways and Transportation (Contr;:tet No. 76-1579) December 1976 TERA, Inc. Suite 888, 1901 N. Fort Myer Drive Arlington, Virginia 22209 (703) 527-0440 APPENDIX A EVOLUTION OF CAR FERRIES River Ferries The car ferries started on the Great Lakes - St. Lawrence System IIDre than 120 years ago. The first car ferries were designed to bring wide gauge C3nadian rail cars (5'6") across river to Buffalo (the International, 1857) and the St. Lawrence River (the John Counter, 1853). The International, owned by the Buffalo and Lake Huron Railroad, was prOIIDted by Buffalo businessrren 1ci.th a vie<.v to sustaining the port's position as a major trans-shipment carrier to the East coast by tying the port to the rapidly expanding C3nadian railroads. In the cross river service, ferries 1~re merely substitutes for bridges and tunnels. No sooner than the corrpletion of the Buffalo-Fort Erie international suspension bridge, the International was laid up. C3nadian railroads (the Great 1\Testern Railway) also used break-hulk ships and later car ferries (1866) to bridge the river at \\Tindsor. The Grand Trunk utilized car ferries to bridge the St. Clair River between Port Huron and Sarnia in 1872. The first of these ships (the Great Westerr•z! 1vas built in Scotland and assembled in Windsor. But the other Detroit-\olindsor ferries ,,·ere built in expanding Great Lake shipyards. For a time, the ferries vJere the largest and most sophisticated vessels on the lakes. They were also remarkably economical 'Ihe Grand Trunk's three ferries, averaging more than 200' in length and 20 cars capacity, cost less than $200,000 each. They persisted in the cross river trades A-1 A-2 long after bridges and tunnels had been completed. The Lansdoume, designed by the distinguished naval architect Frank E. Kirby in 1884, was a first class iceboat that remained in service for ·over 90 years. The major contribution to breaking pack ice on the Detroit River, hcMever, was made by the Transfer, built in Cleveland for the Michigan General Railroad in 1888. She had a steel hull and a huge propeller (9' 6\:) that could be used to cut through pack ice while proceeding stem-first across the river. The most extensive Detroit River car ferry service occurred almost by serendipity. It lUd been originated by the Canada Southern Bridge Company as an interim expedient to a bridge that never proved necessary. The ferry was part of an overall .strategy to provide the Vanderbilt interests with a direct link into the Chicago market. At their peak in 1905, the four ferry operators serving the Detroit- Windsor route carried an average 1,097 cars a day and 1·1ere second only to New York Harbor ferries. Operations diminished after the opening of the New York Central Tunnel in 1910, but car ferries persisted in the Detroit-Hindsor gateway trades. Mackinac Straits The Mackinac Straits car ferry had much in corrm:m 1vith the short haul river crossing services to the East. It was initiated as a subsidiary of three rela- · tively short line railroads, one converging on St. Ignace froo the Upper Peninsula and two serving Mackinac and Michigan's Lower Peninsula. The !lackinac Transportation Company, formed in 1881, initiated sooe remarkable teclmological innovations moving TRANSPORTATION liBRARY MICHIGAN DEn. $1'/,1£ HIGHWAYS & TRANSPORTATION LANSING, MICH. A-3 from a break-bulk sterner to barges, to the IIDSt sophisticated ice breakers in the world within the first decade of service. The St. Ignace, designed by Frank lliby and built by the Detroit Dry Dock in 1887, had a revolutionary bmv propeller ten feet in diameter that became the key to the successful ice breaking industry 1 in Finland and throughout the world. It also had a spoon-shaped pr01v for rising on the ice sheets, ballast trinming tanks for lateral IIDtion, and other pioneering ice features. The St. Ignace was followed by a succession of larger and IIDre powerful ships, reaching the peak with the Chief Wawatam, a 4, 500 horsepower ship capable of carrying 26 cars and built by the Toledo Ship Building Company in 1911. The Mackinac Transportation Company had helped to overcome . the IIDSt serious spatial isolation that existed in the lakes. The only other routes to Upper Peninsula from the rapidly growing Lower Peninsula were L~ough Chicago by rail or from Detroit by water. But, at the peak of its rail passenger and freight traffic, three basic forces were set in motion that were to accelerate the MTC decline. The first was what even Hilton regards as a serious short-sightedness 2 in company policy with respect to the rise of the automobile. Instead of attempting to cultivate the new markets with the increase of tourism, hunting, fishing, and recreation in the Upper Peninsula, the Company treated the new market as a nuisance to railroad operations. It required, for instance, that automobiles be first loaded aboard flat cars before being all01ved access to the ferry. 1 A1ex Bornsdoff, a Finnish engineer, visited the St. Igr!ace in the winter of 1889 and took the concept back to Finland where it Has put to use in the Baltic and enabled Wartsilla to become the world's leading producer of ice breakers. See "Ice Breaking in the Baltic," John L. Hazard, Land Economics, Fall, 1970. 2 George W. Hilton, The Great Lakes Car Ferries, Howell-North, Berkeley, California, 1962, p. 63. A-4 Gasoline tanks had to be drained before loading and refilled at the opposite terminal. The one-way charge was initially an exploitive S40 a car. \,'hat might have become a profitable sideline operation became a subsidized competitor in 1923. Public dissatisfaction with the Company's poor passenger accommodations and high rates led to the establishment of the Michigan State ferries at that date. The later disappearance of the rail passenger service, such as the Lake Superior Limited, virtually put the Company out of the passenger business. 1-:o attempt was made to accommodate potential truck traffic. For a t~ the Company persisted by chartering its ferries out as ice breakers to the La~e Carriers Association. The creation of the federally-subsidized Hackinac Straits Bridge in 1958 eliminated the economic viability of both ferry services. The Bridge Strategy Three other railroads entered cross-river car ferry operations at the Hichigan­ Ontario gateway in pursuit of new markets. The bridge strategv was first conceived· by the Vanderbilt interests who were viewed mostly successfJl in extending the first integrated railroad from New York to Chicago. The idea of the bridge was to extend a similar integrated railroad service under single-line o;,nership between Chicago and a key Eastern point (usually Buffalo) through t~e short-line Ontario. It was attempted by the Buffalo and Lake Huron Railroad (ultimately the Grant Trunk of the Canadian National System) in the 1850's. The Vanderbilt's Canada Southern Railroad in 1873 (ultimately the Nichigan Central Railroad), the Pere- A-5 Marquette Railroad (ultimately the C&O Railway) in the early 1900's, the Canadian Pacific's Land Bridge to the Atlantic (St. John's/Ne.v Bnmswick) in the 1890's, and the Wabash Railways later pushed to reach the Lehigh Valley and other railroads at Buffalo. It is interesting to note that the latter three (~­ C&O, CP, and Wabash) all established river ferry services across the Detroit-St. Clair River which have subsequently operated on reduced scale with the completion of bridges and turmels at both Detroit and Windsor. Three of the railroads which atterrpted the bridge strategy using car ferries to Eastern points also attempted to bridge Lake Michigan by employing cross-lake car ferries to Western markets. The Pere-}~rquette acquired a cross-lake car ferry service in 1900; the Grand Trunk initiated its own lake service in 1903; and the Wabash Railroad took over the Ann Arbor in 1925. Cross-Lake Services The cross-lake car ferry service differend in many respects from the cross- river services. They are obviously longer haul over stretches of water less susceptible to bridges or turmels. They tend to offer direct line haul competition to parallel railroads and highways rather than serve as complementary short-haul extensions. SenE alterations were required in ship design such the elimination of the forward propeller to cut through pack ice, improved accommodations for crew and passengers on the Spar deck, ice breaking bow, and an open stem for aft loading. A-6 It is not surprising that short-line railroads without interline connections through the Chicago hub initiated the cross-Lake Michigan services. The Toledo, Ann Arbor, and Lake Michigan (Frankfort) Railway, predecessor of the Ann Arbor Railroad, for instance, pioneered the car ferry service from Frankfort, Hichigan to Hisconsin in 1892, the year the railroad reached Frankfort. The ferry lines were an integral part of the Ann Arbor Railroad consisting of over half the railroad's mileage and generating some 54 percent of its traffic. The Ann Arbor Railroad had to reach Hest for traffic because it was what some call an "unnecessary 3 railroad" with little traffic originating from on-line points.
Load more

Recommended publications
  • 2017 Port of Milwaukee Annual Report
    ANNUAL REPORT The Federal Yukina arrives in Port Milwaukee in September carrying Fednav FALLine cargo from Europe. 2323 S. Lincoln Memorial Drive • Milwaukee, Wisconsin 53207 Ph: (414) 286-3511 • Fx: (414) 286-8506 • www.milwaukee.gov/port A Message From The Mayor: work to restore one of the last remaining wetlands in the Milwaukee estuary; it Port Milwaukee serves our city and our helped rebuild Port infrastructure at the region by promoting liquid cargo pier and along its rail lines; the commerce. Sometimes Port’s newest crawler crane made its first the Port is the nexus cargo lift; and Port Milwaukee introduced a between a manufacturer new logo that reflects its forward-looking and its customer; other approach. times the Port is the most efficient channel Led by significant growth in the quantity of for raw materials; and, cement, limestone and salt, the total amount consistently, the Port’s infrastructure of cargo transiting Port Milwaukee rose adds value to the economy and indirectly in 2017. Along with the more traditional increases private sector employment. cargo, the Port handled some more unusual items including beer tanks and a historic The volume of cargo moving through Port locomotive. And, hundreds of overseas Milwaukee remained strong in 2017, a passengers arrived at Port Milwaukee reflection of both local business activity and aboard the cruise ship Hamburg. the world economy. Activity at the Port in 2017 also showed how interrelated world For more than 180 years, Milwaukee has trade can be as some of the same ships been a commercial port, and, for almost a that brought in European-made steel to our century, the Board of Harbor Commissioners, region returned to Europe with Wisconsin- along with the talented staff at Port grown grain.
    [Show full text]
  • SLSMC 2020 Annual Corporate Summary
    A RESILIENT Seaway ANNUAL CORPORATE SUMMARY 2019–2020 As high water levels and flows broke records during 2019, the Seaway adapted, allowing ships to continue delivering essential cargoes safely and reliably. The front cover photo (courtesy of Fednav) depicts activity at the Port of Johnstown during the 2019 navigation season. High water levels on Lake Ontario and the St. Lawrence River necessitated the International Joint Commission releasing record-breaking volumes of water via the Moses-Saunders dam in Cornwall, Ontario, to lessen the flooding of shoreline communities. Thanks to the efforts of Seaway employees, shipping companies, pilots, and a myriad of other stakeholders, commercial shipping activity was safely sustained through- out the season despite the high flows and currents. The St. Lawrence Seaway Management Corporation (the “Corporation”) The St. Lawrence Seaway Management Corporation, the successor to the St. Lawrence Seaway Authority, was established in 1998 as a not-for-profit corporation by the Government of Throughout the 2019 navigation season, the Seaway Canada, Seaway users and other key stakeholders. In accordance demonstrated its resilience under very difficult conditions as with provisions of the Canada Marine it continued to function as a safe and reliable transportation Act, the Corporation manages and artery serving a vast array of clients. From farmers eager to operates the Canadian assets of the realize the sale of their crops, to municipalities dependent St. Lawrence Seaway, which remain upon ships for the supply of road salt, to steel mills processing the property of the Government of Canada, under an agreement with millions of tonnes of iron ore, the Seaway overcame many Transport Canada.
    [Show full text]
  • Making an Old-World Milwaukee: German Heritage, Nostalgia, and the Reshaping of the Twentieth Century City Joseph B
    University of Wisconsin Milwaukee UWM Digital Commons Theses and Dissertations August 2017 Making an Old-world Milwaukee: German Heritage, Nostalgia, and the Reshaping of the Twentieth Century City Joseph B. Walzer University of Wisconsin-Milwaukee Follow this and additional works at: https://dc.uwm.edu/etd Part of the Ethnic Studies Commons, and the United States History Commons Recommended Citation Walzer, Joseph B., "Making an Old-world Milwaukee: German Heritage, Nostalgia, and the Reshaping of the Twentieth Century City" (2017). Theses and Dissertations. 1719. https://dc.uwm.edu/etd/1719 This Dissertation is brought to you for free and open access by UWM Digital Commons. It has been accepted for inclusion in Theses and Dissertations by an authorized administrator of UWM Digital Commons. For more information, please contact [email protected]. MAKING AN OLD-WORLD MILWAUKEE: GERMAN HERITAGE, NOSTALGIA AND THE RESHAPING OF THE TWENTIETH CENTURY CITY by Joseph B. Walzer A Dissertation Submitted in Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy in History at The University of Wisconsin-Milwaukee August 2017 ABSTRACT MAKING AN OLD-WORLD MILWAUKEE: GERMAN HERITAGE, NOSTALGIA AND THE RESHAPING OF THE TWENTIETH CENTURY CITY by Joseph B. Walzer The University of Wisconsin-Milwaukee, 2017 Under the Supervision of Professor Rachel Buff This dissertation examines the importance of white ethnicity, and especially Germanness, in the “civic branding” and urban restructuring efforts of city officials, civic boosters, and business leaders in Milwaukee, Wisconsin in the mid-to-late twentieth century. Scholars have increasingly identified the significant roles the “revival” of European ethnic identities played in maintaining white racial privilege in response to the Civil Rights Movement since the 1960s.
    [Show full text]
  • Marine Highway Projects Description
    MARINE HIGHWAY PROJECTS DESCRIPTION American Samoa Inter-Island Waterways Services Applicant: Pago Pago, Port of ............................................................................................................................................................ 4 Baton Rouge – New Orleans Shuttle Service Applicant: New Orleans, Port of ........................................................................................................................................................ 5 Bridgeport to Jefferson Port Ferry Service Applicant: Connecticut Port Authority ............................................................................................................................................... 6 Cape May – Lewes Ferry Applicant: Delaware River and Bay Authority .................................................................................................................................... 7 Chambers County – Houston Container on Barge Expansion Service Applicant: Chambers County ............................................................................................................................................................. 8 Cross Gulf Container Expansion Project Applicant: Brownsville, Port and Manatee, Port ................................................................................................................................ 9 Cross Sound Ferry Enhancement Project Applicant: I-95 Corridor Coalition ...................................................................................................................................................
    [Show full text]
  • FOR IMMEDIATE RELEASE for More Information Contact Laurence Msall at 312-201-9044
    FOR IMMEDIATE RELEASE For more information contact Laurence Msall at 312-201-9044 Officers ABOLISH THE ILLINOIS INTERNATIONAL PORT DISTRICT Barbara Stewart, Chairman Civic Federation Urges Transfer of Port Operations and Assets to More Responsive Governments Sarah Garvey, Vice Chairman George Lofton, Vice Chairman Thomas McNulty, Vice Chairman A new Civic Federation report finds that the Illinois International Port District has shifted its Joseph B. Starshak, Treasurer Laurence J. Msall, President primary focus from port operations to the management of a golf course. The golf course brings in over half of the District’s annual revenue, but there is no evidence that those revenues have been Board of Directors Catherine M. Adduci* reinvested to improve port facilities or promote commerce. Because the District is failing to fulfill Bridget M. Anderson* A.G. Anglum* its principal mission, the Civic Federation calls upon the Illinois General Assembly and Governor Adrienne Archia* to dissolve it. The District’s operations should be transferred to the City of Chicago and its assets to Murray E. Ascher* Alicia Berg governments more suited to operate them. Abel E. Berland ☼ Brian A. Bernardoni Roger Bickel The Civic Federation analyzed the Illinois International Port District’s finances and activities and Aileen Blake* contrasted them with five comparable ports along the Great Lakes – St. Lawrence Seaway. As a Douglas H. Cameron Whitney Carlisle result of this investigation, the Federation is concerned that the District appears to be focused on Richard A. Ciccarone * Jerry Cizek ☼ golf rather than shipping and port operations. Harborside International Golf Center is the Port Elizabeth Gallagher Coolidge District’s only major construction project since 1981.
    [Show full text]
  • Economic Impact of Wisconsin's Commercial Ports
    Helping Keep the State’s Economy Afloat Economic Impact of Wisconsin’s Commercial Ports PHOTO CREDIT: SAM LAPINSKI CREDIT: PHOTO Wisconsin’s port facilities serve as hubs of diverse economic activity linking waterborne commercial vessels with an extensive network of highways, railroads, and airports. Wisconsin Department of Transportation Bureau of Planning and Economic Development December 2010 Each year, about 40 million tons of goods worth over $8 billion pass through Wisconsin’s commercial ports, including essential products such as coal for power plants, iron ore and wood pulp for industry, and salt for the safety of our roads. Duluth–Superior Wisconsin’s Largest Ports Introduction Moving goods by water Marinette in Wisconsin is a tradition that began in the late 1650s when the Sturgeon Bay settlers arrived at Lake Superior’s Green Bay Chequamgon Bay. French explorers and fur traders quickly recognized the state La Crosse Manitowoc waterways’ vast potential. Today, water transportation continues to serve as the most efficient method for moving bulk commodities —and plays a vital role in the transport of heavy machinery, steel, bagged and canned cargo, Prairie Du Chien Milwaukee wind energy components and other goods. Wisconsin’s location, bordered on three sides by commercially navigable waterways, perfectly situates it to benefit from water transportation. Wisconsin’s ports serve as centers of ship building, commercial fishing, ferrying services and the efficient transport of bulk goods. Each year, Wisconsin ports handle over 40 million tons of cargo valued at over $8 billion.1 This includes agricultural commodities destined for international markets, coal for power plants, iron ore and wood pulp, cement and road salt.
    [Show full text]
  • Schenker; Jan1970.Pdf (9.915Mb)
    THE~~UNVRIYO ICNI IWUE GETLKS STDE SPECIAL REPORT NO. 10 Overseas Shipping at Great Lakes Ports: Projections for the Future by ERIC SCHENKER Professor of Economics and Associate Director, Center for Great Lakes Studies and JAMES KOCHAN Project Associate Center for Great Lakes Studies University of Wisconsin-Milwaukee Milwaukee, Wisconsin 53201 January, 1970 ACKNOWLEDGEMENTS This publication was supported by the research phase of the University of Wisconsin Sea Grant Program under a grant from the National Science Foundation. The authors gratefully acknowledge the financial aid provided by this program. Many persons have freely and generously supplied much of the information incorporated in the text. Invaluable was the assistance of Mr. Harry C. Brockel, Lecturer at the Center for Great Lakes Studies, University of Wisconsin-Milwaukee, and former Port Director of the Port of Milwaukee. To him and all others, a word of thanks. Special thanks are due to Mrs. Faye Levner and Miss Marian Pierce, whose patience and sacrifice in typing this manuscript will never be forgotten. Our gratitude also goes to our project assistant, Mro Michael Bunamo, for his contribution. ii TABLE OF CONTENTS Page ACKNOWLEDGEMENT .. ............. .L ii LIST OF TABLES... .. v CHAPTERS I. OVERSEAS SHIPPING AT GREAT LAKES PORTS: PROJECTIONS FOR THE FUTURE. ............ 1 A. Introdu ction B. Summary of Chapters II through VI II. SEAWAY TRAFFIC ANALYSISe........0....... 9 A. Introduction B. Wheat C. Other Grains D. Iron Ore E. Coal and Limestone F. General Cargo III. COMPETITIVE ISSUES.................... 25 A. Introduction B. Tolls C. Federal Government Policies D. Competition from Alternative Routes IV. THE ST. LAWRENCE SEAWAY SYSTEM ..
    [Show full text]
  • Milwaukee County
    CONNECTIONS 2030 LONG-RANGE MULTIMODAL TRANSPORTATION PLAN Southeastern Wisconsin Metropolitan Planning Area: Milwaukee County Planning Area Overview The Southeast Wisconsin Regional Planning Commission is the designated policy body responsible for continuing, cooperative and comprehensive urban transportation planning and decision making for southeastern Wisconsin. The Southeastern Wisconsin Regional Planning Commission Planning Area consists of the urban and urbanized areas of Whitewater, Elkhorn, Delavan, Lake Geneva, Round Lake Beach, Burlington, Kenosha, Union Grove, Racine, Milwaukee, Mukwonago, Richfield, Hartford, West Bend and Port Washington. Five multimodal corridors cross Milwaukee County: Capitol, Glacial Plains, Hiawatha, Fox Valley and Titletown. The Capitol Corridor extends from Madison to the Milwaukee area. The Glacial Plains corridor runs from the Rock County area to the Milwaukee area. The Hiawatha Corridor falls entirely within Milwaukee, Kenosha, Racine and Waukesha counties and is defined by endpoints in Milwaukee and Illinois. In addition, both the Fox Valley Corridor (US 41) and the Titletown Corridor (I-43, WIS 172) are defined by endpoints in Green Bay and Milwaukee. Refer to the appropriate maps and tables for more information. Current Planning Area Characteristics Future Planning Area Vision • Airports: • Airports: Continued service, increased direct air service and more business airplane- ǻ Air carrier (passenger) airport: General Mitchell International (Milwaukee) capable airports ǻ General utility airport:
    [Show full text]
  • A Sourcebook of Marine Activities Developed in the Milwaukee Great Lakes Summer Education Program, 1977 and 1978
    DOCUMENT RESUME , 'BD 207 851 SE 035 729 MOOR Haney, Richard re, Es.,) TITLE, A Sourcebook of Marine cti,vities Developed in the Milifaukee.Great Lakes SWIM"' _Education Program, 1977 and 1978. SPORS AGENCY Wisconsin Univ Madison. Sea Grant Program. Tr PUB DATE (791 NOTE. 99pi. ) EDRS PRICE, MF01/PC04 Plus Postage. DESCRIPTORS *Environmental Education; Field Trips; *Interdisciplinary Approach; *Learding Activities; *Science Activities; Science Education; Secondary Education;Secondary School Science; Social Studids; '*'Teaching Guides; *Water Redources IDENT;FIERS *Great Lakes; Marine Education ABSTRACT Tifenty-seven activities dealing with the marine environment of the %Feat Lakes are presented. Designed for junior and senior high school Students, these activities develop awareness of , the biological, physical, social, economical and aesthetic dimensions of the Great Lakes. Field trips, f lms, discussion, and'' hands-on activities are used ,to teach the stu &Its about a variety of topics including ports, shipping, Wastewaterreatment, sunken tmaluree.geography, recreational and ational skills, energy, poIlitionv'fishe art, and ecology. Th format fox the activities varies, but information may include ob s, aterials, learning activity, student directions and handouts, contact person for field trips, .and backgrodfid information. (DC) .... ********************************************************************** Reproductions Oupplied by EDRS are the best that 04/1 be made * from the original document. * **********************************************************************
    [Show full text]
  • I-794, Lake Freeway Bicycle/Pedestrian Feasibility Study
    1300-13-19 I-794 LAKE FREEWAY BICYCLE / PEDESTRIAN FEASIBILITY STUDY DRAFT B-40-400 OCTOBER 2011 DRAFT [Page Intentionally Left Blank] This document is designed for two-sided (duplex) printing. DRAFT I-794 Lake Freeway Bicycle/Pedestrian Feasibility Study Milwaukee County EXECUTIVE SUMMARY INTRODUCTION In accordance with policy set forth by the Federal Highway Administration (FHWA), as well as state laws and policies, the Wisconsin Department of Transportation (WisDOT) is evaluating the feasibility of adding a shared-use path to the Daniel Hoan Bridge (Hoan Bridge) as part of the rehabilitation project expected to begin in 2013. This study includes an evaluation of the feasibility of alternatives for a shared-use path along Interstate 794, Lake Freeway (I-794), specifically along the Hoan Bridge. I-794 LAKE FREEWAY (HOAN BRIDGE REHABILITATION) PROJECT SCOPE WisDOT is moving forward on a project to make major improvements to the Hoan Bridge and the I-794 Freeway. This project is divided into three segments: 1. I-794 East-West (Milwaukee River to the Lake Interchange) • Remove and replace bridges with new structures 2. Lake Interchange (I-794 East-West to the Hoan Bridge) • Overlay concrete and repair concrete surface 3. Hoan Bridge (Lake Interchange to Lincoln Avenue) • Remove and replace the existing bridge deck and make structural modifications • Blast, clean, and repaint the bridge steel Though the Hoan Bridge deck replacement project currently does not include the addition of a shared-use path to the bridge, certain FHWA and state guidelines recommend investigating the feasibility of adding a shared-use path to projects involving a bridge redeck.
    [Show full text]
  • The Potential for Mode Conversion to Rail Service in Wisconsin
    The Potential for Mode Conversion to Rail Service in Wisconsin CFIRE 09-13 CFIRE July 2016 National Center for Freight & Infrastructure Research & Education Department of Civil and Environmental Engineering College of Engineering University of Wisconsin–Madison Authors: Ben Zietlow, Ernie Perry, Teresa Adams, Caitrin O’Shea, Thirunavukkarasu Sivappha, Soren Walljasper, Andrew Umentum: University of Wisconsin–Madison Elizabeth (Libby) Ogard: Prime Focus LLC Principal Investigator: Ernie Perry, PhD National Center for Freight & Infrastructure Research & Education University of Wisconsin–Madison This page intentionally left blank. Technical Report Documentation 1. Report No. CFIRE 09-13 2. Government Accession No. 3. Recipient’s Catalog No. CFDA 20.701 4. Title and Subtitle 5. Report Date July 2016 The Potential for Mode Conversion to Rail Service in Wisconsin 6. Performing Organization Code 7. Author/s 8. Performing Organization Report No. Ben Zietlow, Ernie Perry, Teresa Adams, Caitrin O’Shea, Thirunavukkarasu Sivappha, CFIRE 09-13 Soren Walljasper, Andrew Umentum: University of Wisconsin–Madison. Elizabeth (Libby) Ogard: Prime Focus LLC 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) National Center for Freight and Infrastructure Research and Education (CFIRE) University of Wisconsin-Madison 11. Contract or Grant No. T002688 1415 Engineering Drive, 2205 EH Madison, WI 53706 12. Sponsoring Organization Name and Address 13. Type of Report and Period Covered Wisconsin Department of Transportation Final Report 9/1/2014–6/1/2016 Research and Library Services Section Division of Business Management 14. Sponsoring Agency Code 4802 Sheboygan Ave., Room 104 Madison, WI 53705 15. Supplementary Notes Project completed by CFIRE with support from the Wisconsin Department of Transportation.
    [Show full text]
  • The Port of Milwaukee. Historical
    THE PORT OF MILWAUKEE Historical Vejcripti-Ve Trospecfi-Ve VublUhed by the "Board ofi Harbor CommUsioners MilbuauKee, Wij.r^eccmber 1922 WM. GEORGE BRUCE President FRED C. REYNOLDS R. H. PINKLEY C. F. RINGER BENNETT LARSON HERMAN BLEYER Secretary BURDICK-ALLEN COMPANY PRINTERS MILWAUKEE, WIS r HE PORT OF M I L WA U K EE Essentials of Port Development Introductory IS SAFE to say that, while the coun- Public Control of Terminals try's inland oceans, known as the Granted that all the physical essentials above enu- Great Lakes, constitute, with their merated are provided, it may still be found that the connecting waters, one of the most fundamentals dealing with the control of waterfronts marvelous highways on earth, they and the administration of the harbor traffic, so vital have only reached the dawn of their to sound port development, are wholly lacking. In potential service. Nor has there been other words, terminals, their ownership, control and port devel- anything like a general awakening on efficiency, constitute an essential factor in the part of the port cities bordering opment. on these waters as to the possible Whatever belief one may entertain on the subject future of this service. of public ownership of certain utilities, the experience The Federal government has constantly improved of the world has taught that the most accessible water- the physical conditions, shi])builders have placed pon- fronts, suited for terminal purposes, must be publicly derous craft upon the waters, and the shipmaster has owned and controlled if waterborne commerce is to picked up trade wherever it was offered.
    [Show full text]