DOCSLIB.ORG

Summary of 2015 Anticipated Special Event Street Closures

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Summary of 2015 Anticipated Special Event Street Closures SUMMARY OF 2015 ANTICIPATED SPECIAL EVENT STREET CLOSURES City of Bristol, Tennessee Last updated Monday, July 13, 2015. Friday, July 17, 2015 – Fifth Border Bash. State Street between Martin Luther King, Jr. Boulevard and 6th Street/Moore Street will be closed from 4:00 p.m. to approximately 1 1 :00 p.m. for the Border Bash event. One-half block sections of Lee Street and Bank Street adjacent to State Street will also be closed. Parking will be restricted on State Street between 5th Street/Lee Street and 6th Street/Moore Street; on far southern Lee Street; on westbound State Street between Moore Street and the bank entrance; and the northernmost parking space on 6th Street, all after 1:45 p.m. 5th Street itself is not closed, but there will be no access to it from State Street or Lee Street during the closure period. Eastbound State Street left turns to northbound Moore Street, typically prohibited, will be permitted while State Street is closed for this event. Motorists should also be aware of a right lane closure on southbound Martin Luther King, Jr. Boulevard in Virginia approaching State Street during this time. Saturday, July 18, 2015 - SonShine KidsFest at Anderson Park. For this event, the two-lane roadways surrounding Anderson Park will be closed from 7:00 a.m. to 6:00 p.m. (Olive Street; the dead-end block of 5th Street north of Olive Street; and Alabama Street between Olive Street and Martin Luther King, Jr. Boulevard). Martin Luther King, Jr. Boulevard will remain open to traffic. Motorists are cautioned to be alert for heavy pedestrian activity in the Anderson Park area. Thursday, July 23, 2015 - Commercial Film Shoot. At various times during the day on Thursday, July 23, the following roadway segments will be closed: White Top Road between Highway 394 and White Top Road Extension; and Sweet Knobs Trail between its western intersection with Highway 394 (at the BMS Copperhead Entrance) and Wright Lane. In addition, Bluff City Highway between Central Drive and Southside Avenue, and northern Sleepy Hollow Road will be closed for short periods for the filming, with traffic allowed to continue between takes. The shooting schedule depends on weather and lighting conditions encountered on that day, so an exact schedule cannot be distributed ahead of time. Saturday, July 25, 2015 - Monster Truck Madness at Bristol Motor Speedway. This event begins at 5:00 p.m.; motorists are cautioned to be aware of higher-than-typical traffic volumes in the BMS area prior to this event. At about 9:00 p.m., the northbound Highway 11E right lane between the North and South Entrances of BMS will be closed to facilitate post-event traffic flow; police will be directing traffic at both the North and South Entrances of BMS until about 11:00 p.m. Friday, August 7, 2015 – Sixth Border Bash. State Street between Martin Luther King, Jr. Boulevard and 6th Street/Moore Street will be closed from 4:00 p.m. to approximately 1 1 :00 p.m. for the Border Bash event. One-half block sections of Lee Street and Bank Street adjacent to State Street will also be closed. Parking will be restricted on State Street between 5th Street/Lee Street and 6th Street/Moore Street; on far southern Lee Street; on westbound State Street between Moore Street and the bank entrance; and the northernmost parking space on 6th Street, all after 1:45 p.m. 5th Street itself is not closed, but there will be no access to it from State Street or Lee Street during the closure period. Eastbound State Street left turns to northbound Moore Street, typically prohibited, will be permitted while State Street is closed for this event. Motorists should also be aware of a right lane closure on southbound Martin Luther King, Jr. Boulevard in Virginia approaching State Street during this time. Saturday, August 8, 2015 - The Pinnacle 5K Run and Kids Run/Walk. Motorists should be alert for the right lane of Pinnacle Parkway in both directions and through the roundabout to be closed from about 6:00 a.m. to about 11:00 am for this event. A portion of the 5K course and all of the Kids Run/Walk will occur on private property, both at Bass Pro Shops and the multitude of shops on the northwestern side of Pinnacle Parkway, so motorists should be alert to the presence of additional runners and walkers in those areas as well. Finally, one of the two eastbound Highway 11W left-turn lanes at the Pinnacle Parkway traffic signal will be closed for traffic control purposes for this event. Thursday, August 13, 2015 - Full Moon Jam Concert at Downtown Center with State Street Closure. State Street between 8th Street/Carter Family Way and Ralph Peer Street will be closed to traffic from 6:00 p.m. to about 11:00 p.m. Parking on State Street between 8th Street/Carter Family Way and Volunteer Parkway/Commonwealth Avenue will be blocked after 3:00 p.m., as well as the parking spaces in the northern portion of the Downtown Center, in support of this street closure. Friday, August 14, 2015 - Annual AACA Downtown Antique Automobile Show. Parking spaces on Stoneman Family Drive and the municipal parking lot west of Stoneman Family Drive will close at 6:00 a.m. Parking spaces in the northern half of the Downtown Center (the portion vehicle-accessible from State Street only) will close at noon. The following streets will be closed to all traffic at 1:00 p.m., but vehicles already parked in the closure area will have until 3:00 p.m. to vacate the on-street parking spaces. In Tennessee: State Street, between Volunteer Parkway/Commonwealth Avenue and Martin Luther King, Jr. Boulevard; 6th Street, between State Street to Shelby Street; and Ralph Peer Street, 8th Street, 7th Street, Bank Street, and 5th Street from State Street to a point one-half block south of State Street. In Virginia: State Street, between Commonwealth Avenue/volunteer Parkway and Martin Luther King, Jr. Boulevard; Stoneman Family Drive, from State Street to Goode Street; Carter Family Way, from State Street to the first driveway south of Goode Street; and Piedmont Avenue, Moore Street, and Lee Street from State Street to a point one-half block north of State Street. The event starts at 4:00 p.m. and ends at 9:00 p.m.; the streets will remain closed until clean-up activities after the event ends is complete. Saturday, August 15, 2015 - Bristol Tennessee-Virginia Association of Realtors (BTVAR) 5K Run. For this 5K run, which starts and ends adjacent to Anderson Park, motorists should be aware of lane closures on the following streets from about 5:30 a.m. to about 10:00 a.m.: The southbound right lane of Martin Luther King, Jr. Boulevard between State Street and Melrose Street, and the eastbound far right lane of Anderson Street from Volunteer Parkway to Martin Luther King, Jr. Boulevard. Olive Street, Alabama Street north of Olive Street and 5th Street north of Olive Street will be completely closed during this time. Motorists should also be on the lookout for runners on Melrose Street west of Edgemont Avenue/Martin Luther King, Jr. Boulevard; Marion Avenue east of Martin Luther King, Jr. Boulevard; Alabama Street north of Marion Avenue; Ash Street west of Martin Luther King, Jr. Boulevard; Cherry Street; 6th Street between Cherry Street and Ash Street; and 7th Street between Cherry Street and Anderson Street. Wednesday, August 19, 2015 – Whelen Modified 150 and Camping World UNOH 200 Races at Bristol Motor Speedway. No street closures are planned for the Wednesday night races of the August Race Weekend. Motorists should expect heavier traffic loads in the BMS vicinity and on the race traffic routes leading to and from the speedway (Volunteer Parkway, Commonwealth Avenue, Highway 11E, Exide Drive, Highway 394, Highway 421, Highway 390, Virginia Avenue, Pennsylvania Avenue, Anderson Street bridge, Lee Highway, and Martin Luther King, Jr. Boulevard) during this period and plan their trips accordingly. Police may be directing traffic in the immediate vicinity of BMS. Thursday, August 20, 2015 - Food City Family Race Night Downtown. The following streets will be closed from approximately 5:00 a.m. until midnight for this annual event: State Street between Volunteer Parkway/Commonwealth Avenue and Martin Luther King, Jr. Boulevard; Ralph Peer Street between State Street and one-half block south of State Street; 8th Street between State Street and one-half block south of State Street; 7th Street between State Street and one-half block south of State Street; 6th Street between State Street and Shelby Street; Bank Street between State Street and Shelby Street; 5th Street between State Street and Shelby Street; Carter Family Way between State Street and the first driveway south of Goode Street; Stoneman Family Drive; Piedmont Avenue between State Street and one-half block north of State Street; Moore Street between State Street and one-half block north of State Street; and Lee Street between State Street and one-half block north of State Street. The right lane of northbound Martin Luther King, Jr. Boulevard from State Street to Scott Street, as well as the southbound right lane of Martin Luther King, Jr. Boulevard from Cumberland Street to a point one-half block south of State Street, will be closed for transporter parking, as well as the on-street parking spaces of eastbound Cumberland Street between Piedmont Avenue and Martin Luther King, Jr. Boulevard. Motorists that park their vehicles in the closure area are requested to have those vehicles clear of the closure area by 3:00 a.m.
Load more

Recommended publications
  • Manual on Uniform Traffic Control Devices Manual on Uniform Traffic
    MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration for Streets and Highways Control Devices Manual on Uniform Traffic Dotted line indicates edge of binder spine. MM UU TT CC DD U.S. Department of Transportation Federal Highway Administration MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration 2003 Edition Page i The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administrator as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d), 114(a), 217, 315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2). Addresses for Publications Referenced in the MUTCD American Association of State Highway and Transportation Officials (AASHTO) 444 North Capitol Street, NW, Suite 249 Washington, DC 20001 www.transportation.org American Railway Engineering and Maintenance-of-Way Association (AREMA) 8201 Corporate Drive, Suite 1125 Landover, MD 20785-2230 www.arema.org Federal Highway Administration Report Center Facsimile number: 301.577.1421 [email protected] Illuminating Engineering Society (IES) 120 Wall Street, Floor 17 New York, NY 10005 www.iesna.org Institute of Makers of Explosives 1120 19th Street, NW, Suite 310 Washington, DC 20036-3605 www.ime.org Institute of Transportation Engineers
    [Show full text]
  • Module 6. Hov Treatments
    Manual TABLE OF CONTENTS Module 6. TABLE OF CONTENTS MODULE 6. HOV TREATMENTS TABLE OF CONTENTS 6.1 INTRODUCTION ............................................ 6-5 TREATMENTS ..................................................... 6-6 MODULE OBJECTIVES ............................................. 6-6 MODULE SCOPE ................................................... 6-7 6.2 DESIGN PROCESS .......................................... 6-7 IDENTIFY PROBLEMS/NEEDS ....................................... 6-7 IDENTIFICATION OF PARTNERS .................................... 6-8 CONSENSUS BUILDING ........................................... 6-10 ESTABLISH GOALS AND OBJECTIVES ............................... 6-10 ESTABLISH PERFORMANCE CRITERIA / MOES ....................... 6-10 DEFINE FUNCTIONAL REQUIREMENTS ............................. 6-11 IDENTIFY AND SCREEN TECHNOLOGY ............................. 6-11 System Planning ................................................. 6-13 IMPLEMENTATION ............................................... 6-15 EVALUATION .................................................... 6-16 6.3 TECHNIQUES AND TECHNOLOGIES .................. 6-18 HOV FACILITIES ................................................. 6-18 Operational Considerations ......................................... 6-18 HOV Roadway Operations ...................................... 6-20 Operating Efficiency .......................................... 6-20 Considerations for 2+ Versus 3+ Occupancy Requirement ............. 6-20 Hours of Operations ..........................................
    [Show full text]
  • Potential Managed Lane Alternatives
    Potential Managed Lane Alternatives 10/13/2017 Typical Section Between Junctions Existing Typical Section Looking North* *NLSD between Grand and Montrose Avenues is depicted. 1 Managed Lanes Managed Lanes (Options that convert one or more existing general purpose lanes to a managed lane to provide high mobility for buses and some autos) Potential managed lane roadway designs: • Option A – Three‐plus‐One Managed Lane (Bus‐only or Bus & Auto) • Option B –Two‐plus‐Two Managed Lanes • Option C – Three‐plus‐Two Reversible Managed Lanes • Option D – Four‐plus‐One Moveable Contraflow Lane (NB and SB, or SB Only) 2 1 10/13/2017 Option A – 3+1 Bus‐Only Managed Lane* Proposed Typical Section Looking North Between Junctions** *Converts one general purpose lane in each direction to a Bus‐Only Managed Lane. **NLSD between Grand and Montrose Avenues is depicted. 3 3+1 Bus‐Only Managed Lane • Benefits o Bus travel speeds would be unencumbered by vehicle speeds in adjacent travel lanes (same transit performance as Dedicated Transitway on Left Side) o Bus lanes would be available at all times and would not be affected by police or disabled vehicles o Bus lanes combined with exclusive bus‐only queue‐jump lanes at junctions would minimize bus travel times and maximize transit service reliability o Forward‐compatible with future light rail transit option • Challenges o Conversion of general purpose traffic lane to bus‐only operation will divert some traffic onto remaining NLSD lanes and/or adjacent street network 4 2 10/13/2017 Option A – 3+1 Managed Lane* Proposed Typical Section Looking North Between Junctions** *Converts one general purpose lane in each direction to a Shared Bus/Auto Managed Lane.
    [Show full text]
  • Freeway Management and Operations Handbook September 2003 (See Revision History Page for Chapter Updates) 6
    FREEWAY MANAGEMENT AND OPERATIONS HANDBOOK FINAL REPORT September 2003 (Updated June 2006) Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. This report does not constitute a standard, specification, or regulation. The United States Government does not endorse products or manufacturers. Trade and manufacturers’ names appear in this report only because they are considered essential to the object of the document. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA-OP-04-003 4. Title and Subtitle 5. Report Date Freeway Management and Operations Handbook September 2003 (see Revision History page for chapter updates) 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Louis G. Neudorff, P.E, Jeffrey E. Randall, P.E., Robert Reiss, P..E, Robert Report Gordon, P.E. 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Siemens ITS Suite 1900 11. Contract or Grant No. 2 Penn Plaza New York, NY 10121 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Office of Transportation Management Research Federal Highway Administration Room 3404 HOTM 400 Seventh Street, S.W. 14. Sponsoring Agency Code Washington D.C., 20590 15. Supplementary Notes Jon Obenberger, FHWA Office of Transportation Management, Contracting Officers Technical Representative (COTR) 16. Abstract This document is the third such handbook for freeway management and operations. It is intended to be an introductory manual – a resource document that provides an overview of the various institutional and technical issues associated with the planning, design, implementation, operation, and management of a freeway network.
    [Show full text]
  • Dynamic Lane Reversal in Traffic Management
    To appear in Proceedings of the 14th IEEE ITS Conference (ITSC 2011), Washington DC, USA, October 2011. Dynamic Lane Reversal in Traffic Management Matthew Hausknecht, Tsz-Chiu Au, Peter Stone David Fajardo, Travis Waller Department of Computer Science School of Civil and Environmental Engineering University of Texas at Austin University of New South Wales {mhauskn,chiu,pstone}@cs.utexas.edu {davidfajardo2,s.travis.waller}@gmail.com Abstract— Contraflow lane reversal—the reversal of lanes in order to temporarily increase the capacity of congested roads— can effectively mitigate traffic congestion during rush hour and emergency evacuation. However, contraflow lane reversal deployed in several cities are designed for specific traffic patterns at specific hours, and do not adapt to fluctuations in actual traffic. Motivated by recent advances in autonomous Fig. 1. An illustration of contraflow lane reversal (cars are driving on vehicle technology, we propose a framework for dynamic lane the right side of the road). The total capacity of the road is increased by reversal in which the lane directionality is updated quickly and approximately 50% by reversing the directionality of a middle lane. automatically in response to instantaneous traffic conditions recorded by traffic sensors. We analyze the conditions under systems, more aggressive contraflow lane reversal strategies which dynamic lane reversal is effective and propose an integer can be implemented to improve traffic flow of a city without linear programming formulation and a bi-level programming increasing the amount of land dedicated to transportation. formulation to compute the optimal lane reversal configuration An important component of implementing dynamic lane that maximizes the traffic flow.
    [Show full text]
  • Contra-Flow Operations Bay Bridge
    Bay Bridge Contra-flow Operations Bay Bridge What is Contra-flow? 8/13/2019 2 Bay Bridge Bridge Layout - Normal Operation Western Shore Eastern Shore • Two Bridge Spans – North Bridge : 3 Lanes Westbound – South Bridge : 2 Lanes Eastbound – Single Lane Capacity 1,500 VPH • North Bridge Max 4,500 VPH • South Bridge Max 3,000 VPH 8/13/2019 3 Bay Bridge Bridge Layout – Contra-flow Western Shore Eastern Shore • Contra-Flow – Uses one of the Westbound Bridge lanes for Eastbound Movement – Provides a 3rd Eastbound Lane – Not implemented during inclement weather 8/13/2019 4 Bay Bridge Contra-flow Operation • Increases Eastbound traffic throughput from 3,000 vph to 4,500 vph • Implemented only during ideal weather conditions – No Rain – No Frozen Precipitation – Winds below 30 mph – No Fog 8/13/2019 5 Bay Bridge Contra-flow Operation • Maintenance of traffic consist of: – Lane Signals • 28 North Bridge (Westbound) • 24 South Bridge (Eastbound) • Strobe on signals to indicate reverse traffic – Traffic barrels and cones to create tapers and directional lanes – Requires approximately 20-30 minutes for setup – Hourly Monitoring of volumes and travel & direction 8/13/2019 6 Bay Bridge Contra-flow - When? 8/13/2019 7 Bay Bridge Daytime Closures • Closures due to construction, inspection and preventive maintenance repairs on EB Bridge – requires contraflow ops • Monday thru Wednesday – 9:00 am to 2:30 pm • Thursday – 9:00 am to 1:30 pm • Friday – no lane closures permitted 8/13/2019 8 Bay Bridge Contra-flow Operations Contra-flow Operation (Weekday):
    [Show full text]
  • Chapter 6. Bicycling Infrastructure for Mass Cycling: a Transatlantic Comparison
    Chapter 6. Bicycling Infrastructure for Mass Cycling: A Transatlantic Comparison Peter G. Furth Introduction For the bicycle to be useful for transportation, bicyclists need adequate route infrastructure – roads and paths on which to get places. In the 1890’s, when bicycling first became popular, bicyclists’ chief need was better paved roads. In the present era, however, it is not poor pavement but fast and heavy motor traffic that restricts cyclists’ ability to get places safely (Jacobsen 2009), as discussed in chapter 7. European and American policy has strongly diverged on how to address this challenge. In many European countries including the Netherlands, Germany, Denmark, and Sweden, cyclists’ need for separation from fast, heavy traffic is considered a fundamental principle of road safety. This has led to systematic traffic calming on local streets and, along busier streets, the provision of a vast network of “cycle tracks” – bicycle paths that are physically separated from motor traffic and distinct from the sidewalk. Cycle tracks (see Figures 6.1-6.3) may be at street level, separated from moving traffic by a raised median, a parking lane, or candlestick bollards; at sidewalk level, separated from the sidewalk by vertical elements (e.g., light poles), hardscape, a change in pavement or a painted line; or at an intermediate level, a curb step above the street, but also s small curb step below the sidewalk. [Figure 6.1 here] [Figure 6.2 here] [Figure 6.3 goes here] The success of this combination of traffic calming and cycle tracks has been well documented; for example, chapter 2 shows that the percentage of trips taken by bicycle, while less than one percent in the U.S., exceeds 10 percent in several European countries, reaching 27% in the Netherlands, while at the same time their bicycling fatality rate (fatalities per 1,000,000 km of bicycling) is several times less than in the U.S.
    [Show full text]
  • City of Santa Cruz Transportation and Public Works Commission Agenda Report
    CITY OF SANTA CRUZ TRANSPORTATION AND PUBLIC WORKS COMMISSION AGENDA REPORT DATE: March 10, 2016 AGENDA OF: March 21, 2016 DEPARTMENT: Public Works SUBJECT: Pilot Proposal to Change the Direction of Certain Segments of Pacific Avenue and Related Side Streets to Facilitate Southbound Wayfinding (ED/PW/CN) RECOMMENDATION: That the Commission consider and recommend that City Council: 1) Approve or disapprove changing the direction of Pacific Avenue to one-way southbound between Church and Cathcart Streets, 2) If approved, prioritize the project in the FY 2017-19 Capital Improvement Program, with or without private funding, and 3) If approved, recommend installation of a northbound bicycle contraflow lane. BACKGROUND: In September 2011 the City released a Santa Cruz Retail Market Study completed by national retail expert Robert Gibbs that indicated that conversion from the existing street configuration of Pacific Avenue to full two-way traffic would bolster sales and improve overall wayfinding. Since the release of the study, downtown business and property owners have been interested in analyzing the possibility of converting Pacific Avenue to two-way traffic. In late 2011, the City Council held a study session in which Council directed staff to analyze the possibility of converting Pacific Avenue to two-way traffic. Following multiple traffic tests on Pacific Avenue it was clearly demonstrated that a two-way Pacific Avenue was neither safe nor feasible with parking on both sides of the street. Following the traffic tests, effort focused on the possibility of one-way traffic along Pacific Avenue, but insufficient interest among a majority of stakeholders resulted in the proposal being tabled.
    [Show full text]
  • TCQSM Part 8
    Transit Capacity and Quality of Service Manual—2nd Edition PART 8 GLOSSARY This part of the manual presents definitions for the various transit terms discussed and referenced in the manual. Other important terms related to transit planning and operations are included so that this glossary can serve as a readily accessible and easily updated resource for transit applications beyond the evaluation of transit capacity and quality of service. As a result, this glossary includes local definitions and local terminology, even when these may be inconsistent with formal usage in the manual. Many systems have their own specific, historically derived, terminology: a motorman and guard on one system can be an operator and conductor on another. Modal definitions can be confusing. What is clearly light rail by definition may be termed streetcar, semi-metro, or rapid transit in a specific city. It is recommended that in these cases local usage should prevail. AADT — annual average daily ATP — automatic train protection. AADT—accessibility, transit traffic; see traffic, annual average ATS — automatic train supervision; daily. automatic train stop system. AAR — Association of ATU — Amalgamated Transit Union; see American Railroads; see union, transit. Aorganizations, Association of American Railroads. AVL — automatic vehicle location system. AASHTO — American Association of State AW0, AW1, AW2, AW3 — see car, weight Highway and Transportation Officials; see designations. organizations, American Association of State Highway and Transportation Officials. absolute block — see block, absolute. AAWDT — annual average weekday traffic; absolute permissive block — see block, see traffic, annual average weekday. absolute permissive. ABS — automatic block signal; see control acceleration — increase in velocity per unit system, automatic block signal.
    [Show full text]
  • Transit Contraflow Feasibility Study, June 2002 Final Report
    TRANSIT CONTRAFLOW FEASIBILITY STUDY FINAL REPORT Prepared For: Prepared By: June 2002 TRANSIT CONTRAFLOW FEASIBILITY STUDY FINAL REPORT Prepared For: Prepared By: June 2002 TABLE OF CONTENTS INTRODUCTION........................................................................................................................... 1 LITERATURE RESEARCH........................................................................................................... 3 Past Miami-Dade County Bus Priority Efforts............................................................................ 3 NW 7th Avenue Express Bus (Orange Streaker) Priority System............................................ 3 U.S. 1 Express Bus (Blue Dash) Priority System.................................................................... 7 Flagler Street Reversible Flow Study...................................................................................... 8 Bus Contraflow Lanes on Arterials ............................................................................................. 9 Pittsburgh Contraflow Bus Lanes............................................................................................ 9 San Francisco, Sansome Street Contraflow Transit Lane ..................................................... 10 Minneapolis Downtown Contraflow Bus Lanes ................................................................... 12 Los Angeles, Spring Street Contraflow Bus Lane................................................................. 13 San Juan, Puerto Rico, Contraflow Lanes
    [Show full text]
  • I-495 & I-270 Managed Lanes Study: Alternatives Slide Presentation
    WELCOME Please take a seat 1 Alternatives Public Workshop for the I-495 & I-270 Managed Lanes Study 2 Lisa Choplin, DBIA Director, I-495 & I-270 P3 Office Jeff Folden, PE, DBIA Deputy Director, I-495 & I-270 P3 Office 3 Purpose of Today’s Workshop • Provide update on Study Status and Schedule • Present Preliminary Range of Alternatives • Provide summary of Purpose and Need • Present Screening Criteria to evaluate alternatives Future meetings will focus on detailed alternatives and environmental/property information 4 What is the Traffic Relief Plan (TRP)? • To address Maryland’s congestion, a balanced approach to transportation infrastructure improvements is needed for both transit and highways • MDOT is moving forward with $5.6 B Purple Line LRT construction and providing over $1.5 B in funding for Metro • The TRP is an ambitious plan to bring innovative solutions to address the transportation challenges on Maryland’s most congested roads: I-495, I-270, MD 295, I-695, I-95, and other major corridors • Congestion on these routes has a region-wide effect on other transportation modes, including transit 5 Traffic Conditions - Existing • Top 5 highest volume freeway sections in 8 AM 5 PM Maryland are within study area • Today, on average, severe congestion lasts for 7 hours each day on I-270 and 10 hours each day on I-495 • Study area includes several of the most unreliable freeway sections in Maryland (highly variable travel times day to day) • Many sections experience speeds less than Speed (mph) 15 mph under existing conditions and traffic
    [Show full text]
  • Guidance for Future Design of Freeways with High-Occupancy Vehicle (Hov) Lanes Based on an Analysis of Crash Data from Dallas, Texas
    Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-05/0-4434-P1 4. Title and Subtitle 5. Report Date GUIDANCE FOR FUTURE DESIGN OF FREEWAYS WITH HIGH- September 2003 OCCUPANCY VEHICLE (HOV) LANES BASED ON AN Resubmitted: May 2004 ANALYSIS OF CRASH DATA FROM DALLAS, TEXAS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. A. Scott Cothron, Stephen E. Ranft, Carol H. Walters, David W. Fenno, Product 0-4434-P1 and Dominique Lord 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 0-4434 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Product Research and Technology Implementation Office 14. Sponsoring Agency Code P. O. Box 5080 Austin, Texas 78763-5080 15. Supplementary Notes Performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Safety Evaluation of HOV Lane Design Elements 16. Abstract In Texas, high-occupancy vehicle (HOV) lanes have emerged as an integral part of the state’s current and future transportation system to aid urban mobility. As a result, the issue of HOV lane design and the influence of design on safety has become the focus of much attention in the transportation community. This document provides guidance for future design of freeways with HOV lanes based on an analysis of crash data from Dallas, Texas. This guidance indicates desirable corridor characteristics when considering HOV lane implementation and recommends roadway cross-sections when implementing HOV lanes similar to those in operation in Dallas, Texas.
    [Show full text]