An Intelligent Transportation Systems (Its) Plan for Canada: En Route to Intelligent Mobility
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Navigation Signing for Roundabouts
SAIC N N a a t t Bryan J. Katz, PE, PTOE i i o o n n a a l l R R o o u u n n d d a a b b o o May 24, 2005 Vail, Colorado u u t t C C o o Study Performed for: n n f f e e Roundabouts r r e e n n SAIC c c e e 2 2 0 0 0 0 5 5 TRB National Roundabouts Conference D D Traffic Control Devices Pooled Fund Study Navigation Signing for R R A A Vaughan W. Inman, PhD. F F T T N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u Problem t t C C o o n n f f e e r r e e n n c c e e 2 2 0 0 0 0 5 5 rowing and Widespread Adoption of o Standard for Navigation Signing at D D R R Roundabouts Roundabouts G N A A F F • • T T N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C Approach o o n n f f e e r r e e n n c c e e 2 2 0 0 0 0 5 5 onduct Laboratory Evaluation of tate of Practice Review Roundabout election of Four Representative D D R R Navigation Signage Signing Approaches for Evaluation Comprehension of Representative Signs C S S A A F F • • • T T N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u k t t C C r o o n n o f Alternatives f Four Signing e e r r e e n n Y c c e e 2 2 w 0 0 0 0 aryland onventional iagrammatic e 5 5 D D R R C M D A A F F • • • •N T T N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C o o n n f f e e r r e e n n c c e e 2 2 Conventional 0 0 0 0 5 5 D D R R A A F F T T Route Number Shields on One Assembly, Destination Names on Separate Guide Sign N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C o o n n f f Maryland e e r -
South Gloucestershire Council Public Consultation Cycling City Route
South Gloucestershire Council Public Consultation Cycling City Route Number 7 – Ring Road Path Background In June 2008 South Gloucestershire Council, jointly with Bristol City Council, were chosen as Britain’s first Cycling City. Government funding totalling £11.4 million has been awarded to the area to transform cycling infrastructure and to pioneer innovative ways of making cycling a real transport option for more residents. This funding will be matched by Bristol and South Gloucestershire councils and their partners creating a total scheme value of £22.8 million. The aim of the Cycling City project is to double the number of cyclists in the Greater Bristol area. To do this we need to promote and encourage cycling through better infrastructure, training and promotion. The Cycling City project will implement safe, continuous, attractive, comfortable and coherent routes across the project area. This route has been designed with the help of the South Gloucestershire cycle forum. The forum is a group of regular cyclists who have worked with engineers to ensure the proposed route is suitable and to overcome current problems on the route. Route Cycling City Route 7 will run predominantly along the A4174 Ring Road off-road cycle path from the Dramway Roundabout (junction with B4465 Shortwood Hill), to the Bristol City Council boundary in the vicinity of Southmead Hospital (i.e. Kenmore Drive). Although the westernmost section of the route is located away from the Ring Road corridor, continuous direction signing as far as Southmead Hospital will be provided as part of the Cycling City route signing proposals. This route will provide a total length of approximately 10km of predominantly off-carriageway cycle facilities. -
2021 LIMITED ACCESS STATE NUMBERED HIGHWAYS As of December 31, 2020
2021 LIMITED ACCESS STATE NUMBERED HIGHWAYS As of December 31, 2020 CONNECTICUT DEPARTMENT OF Transportation BUREAU OF POLICY AND PLANNING Office of Roadway Information Systems Roadway INVENTORY SECTION INTRODUCTION Each year, the Roadway Inventory Section within the Office of Roadway Information Systems produces this document entitled "Limited Access - State Numbered Highways," which lists all the limited access state highways in Connecticut. Limited access highways are defined as those that the Commissioner, with the advice and consent of the Governor and the Attorney General, designates as limited access highways to allow access only at highway intersections or designated points. This is provided by Section 13b-27 of the Connecticut General Statutes. This document is distributed within the Department of Transportation and the Division Office of the Federal Highway Administration for information and use. The primary purpose to produce this document is to provide a certified copy to the Office of the State Traffic Administration (OSTA). The OSTA utilizes this annual listing to comply with Section 14-298 of the Connecticut General Statutes. This statute, among other directives, requires the OSTA to publish annually a list of limited access highways. In compliance with this statute, each year the OSTA publishes the listing on the Department of Transportation’s website (http://www.ct.gov/dot/osta). The following is a complete listing of all state numbered limited access highways in Connecticut and includes copies of Connecticut General Statute Section 13b-27 (Limited Access Highways) and Section 14-298 (Office of the State Traffic Administration). It should be noted that only those highways having a State Route Number, State Road Number, Interstate Route Number or United States Route Number are listed. -
Test Centre Route
Test Centre Route Name of Practical Test Centre…………Hornchurch Type of Test Route………………………Car Route Number …………………………..21 Date of Last Review..............................January 2007 Name/ Number of Road Direction DTC 2nd right Devonshire Rd Right Devonshire Rd EOR left Abbs Cross Lane 3rd right Elm Park Avenue Roundabout left 1st exit The Broadway Roundabout right 3rd exit Rosewood Avenue 2nd roundabout ahead EOR right Wood Lane EOR right Rainham Rd Becomes Upper Rainham Rd One way system left Roneo Corner 1st right Rom Valley Way Roundabout right 4th exit Oldchurch Rd T/L left South St Roundabout right 3rd exit Victoria Rd Becomes Heath Park Rd Roundabout right 4th exit Slewins Lane 5th right Walden Way EOR left Wykeham Avenue EOR right Butts Green Rd One way system left North St EOR left High St One way system right DTC Glossary: EOR – End of Road T/L - Traffic Lights Please note that any route is subject to alteration at the discretion of the examiner Test Centre Route Name of Practical Test Route…………………..Hornchurch Type of Test Route……………………………….Car Route Number…………………………………….22 Date of Last Review...........................................January 2007 Name/Number of Road Direction DTC One way system 2nd right North St Ahead one way system Becomes Butts Green Rd 1st right Berther Rd EOR left Nelmes Rd 3rd right Sylvan Avenue EOR left Wingletye Lane EOR left A127 (W) T/L right Squirrels Heath Rd 1st right Redden Court Rd 1st right A127 (E) 1st exit Hall Lane Roundabout left 1st exit Avon Rd 5th right Marlborough Gardens Becomes Marlborough -
Kolkata Stretcar Track
to BANDEL JN. and DANKUNI JN. to NAIHATI JN. to BARASAT JN. Kolkata 22./23.10.2004 M DUM DUM Streetcar track map: driving is on the left r in operation / with own right-of-way the second track from the right tracks seeming to be operable e is used to make the turns of the regular passenger trains track trunks which are not operable v other routes in 1996 according to Tasker i other suspended routes according to CTC map TALA 11 [13] R actual / former route number according to CTC ULTADANGA ROAD Suburban trains and ‘Circular Railway’ according to Narayanan: Galif [12] i BELGATCHIA in operation under construction l Street [13] 1 2 11 PATIPUKUR A.P.C. Rd[ 20 ] M Note: The route along the Hugly River can’t be confirmed by my own g 12 Belgatchia observations. Bagbazar SHYAM BAZAR R.G. Kar Rd u BAG BAZAR M M metro railway pb pedestrian bridge 1 2 [4] 11 H Shyambazar BIDHAN NAGAR ROAD pb TIKIAPARA [8] 5 SOVA SOVA BAZAR – M BAZAR 6 AHIRITOLA Bidhan Nagar to PANSKURA JN. Aurobinda Sarani 17 housing block [4] 20 20 [12] [13] [ 12 ] 17 loop Esplanade [10] Rabindra Setu Nimtala enlargement (Howrah Bridge) pb [4] 1 [8] GIRISH 2 Howrah [10] M PARK 5 BURRA 6 15 Bidhan Sarani Rabindra Sarani 11 BAZAR 11 12 20 [21] [26] V.I.P. Rd 15 HOWRAH 11 12 M.G. 30Rd MAHATMA Maniktala Main Rd RAILWAY GANDHI 20 30 Acharya Profullya Chandra Rd STATION M ROAD M.G. Rd 20 Howrah [16] 17 17 Northbound routes are [12] [13] [16] M turning counterclockwise, Bridge 15 Mahatma Gandhi Rd 20 20 southbound routes are [4] 11 12 15 17 [ 12 ] 17 ESPLANADE 12 20 turning clockwise. -
Appendix a New York State Reference (900) Series Routes
Appendix A New York State Reference (900) Series Routes Appendix A - New York State Reference (900) Series Routes 2011 NYSDOT Traffic Data Report New York State Reference (900 Series) Routes “Reference routes” are highways which are owned by or of interest to the New York State Department of Transportation. These highways are not designated as touring routes. Touring routes are Interstates, US routes, and NY routes. These highways are referenced as “900 series” routes with the route number constructed as follows: 1st digit is a 9 2nd digit generally represents the NYSDOT Region 3rd digit is 0 to 5 unless it is a service road (6) or a parkway (7, 8, or 9) 4th character is a letter Reference routes can also include other major non-NYSDOT highways that are not touring routes, major parkways (regardless of ownership), short highways connecting touring routes, short pieces or the entirety of former touring routes, other highways built or rebuilt and then retained by NYSDOT, and one leg of a “Y” intersection of a signed touring route. Appendix A - New York State Reference (900) Series Routes 2011 NYSDOT Traffic Data Report Route Description 900B Glen Cove Road 900C Orient State Park Entrance 900D Oakley Street 900F Union Turnpike 900G Triborough Bridge Manhattan Connector 900J Cross Bay Bridge 900P Jericho Turnpike 900V Nassau Expressway 900W SH 1274: Montauk Highway 901A Hauppauge Center Road 901B Marine Pkwy Bridge – Queens County Line to Tollgate 901B Marine Pkwy Bridge – Rockaway Pt Blvd to Kings County line 901C Doughty Boulevard 906A L.I.E. EB Service Road 906B L.I.E. -
FDM 4-1 Introduction and Definitions
Facilities Development Manual Wisconsin Department of Transportation Chapter 4 Highway Systems Section 1 Introduction and Definitions FDM 4-1-1 Background July 2, 1979 From the early territorial days and through several decades of statehood, the development and improvement of highways was strictly a function of the local governments (towns and counties). With the enactment of the revised statutes of 1849, the Legislature had conferred sufficient authority on the counties and towns for the location, construction, and maintenance of all public highways deemed necessary. It was evident that then, as now, the development and upkeep of highways was a heavy financial obligation, and assistance from the state was sought. The state government, although it had always encouraged the development of good roads, could extend no assistance to the local governments because of a constitutional provision prohibiting the state from participating in works of internal improvement. The constitutional amendment of 1908 gave authority to the state government to participate in works of internal improvement. This was shortly followed in 1911 by the creation of the State Highway Commission. From that time to the present a modern network of highways, roads, and streets has evolved to accommodate the transportation needs of Wisconsin. The present system consists of the State Trunk Highway System, local roads (including county trunk highways and town roads), and city streets. These are all classified into the various functional categories in accordance with their traffic-handling and service characteristics. Upon the local road, city street, and state trunk highway systems are superimposed the various statutory categories and funding systems, all of which will be treated in this Chapter. -
Road Characteristics Field Descriptions Updated for the 2014 2Nd Quarter Publication
Road Characteristics Field Descriptions Updated for the 2014 2nd Quarter Publication Notes: _X_ indicates that the definition is stated once but applies to the dominant route and each co-route. The LRS supports a dominant route (1) and up to 5 additional co-routes (2 – 6) for each segment. For example, the definition for RTE_X_CLSS_CD applies to all of the following fields: RTE_1_CLSS_CD (the dominant route), RTE_2_CLSS_CD, RTE_3_CLSS_CD, RTE_4_CLSS_CD, RTE_5_CLSS_CD and RTE_6_CLSS_CD. The Data Owner is the group that is responsible for maintaining that data item. There may be one or more additional business owners associated with that information, but the Data Owner should be the first group to contact when there is a question about the data in Road Characteristics. Domains are represented as coded values and descriptions. The geodatabase version of the file contains the descriptions. The shapefile version contains the values, which tend to be abbreviated or numeric versions of the description. If the geodatabase table is exported, the resulting table will contain the values. Road Characteristics is a dual-carriageway system meaning that divided roads (roads with medians) are represented as two separate lines and undivided roads are represented as a single line. This allows for different characteristics to be coded on each side of the route. On divided roads, most characteristics apply to just that side of the road. When doing mileage calculations, only the inventory side of divided routes should be counted. However if the road is a couplet, then both sides should be counted as couplets are treated like individual routes. The One-way Direction Flag field should be used to determine if the road is divided or not. -
Ohio Department of Transportation Highway Functional
Ohio Department of Transportation Highway Functional Classification System Concepts, Procedures and Instructions Introduction This document provides recommended guidance for assigning functional classification to roadways and streets within Ohio. It is based on Highway Functional Classification: Concepts, Criteria and Procedures, 2013 Edition published by the Federal Highway Administration (FHWA), which can be downloaded from the following link: www.fhwa.dot.gov/planning/processes/statewide/related/highway_functional_classifications The Purpose for Classifying Highways Highway functional classification is used to determine which roads, streets and highways are eligible for federal transportation funds. It is used to establish design criteria for various roadway features, and also serves as a management tool to measure a route’s importance in project selection and program management. Highway Functional Classification Concepts Most vehicle travel occurs through a network of interdependent roadways, with each roadway segment moving traffic through the system towards destinations. The concept of functional classification defines the role a particular roadway segment plays in serving this flow of traffic. Roadways are assigned to one of the seven (7) classifications within a hierarchy, as shown in Table 1 and Figure 1 below, according to the character of travel service each roadway provides. Note in both the table and graphic each roadway classification is color-coded. These colors are used on ODOT highway functional classification maps for -
Pioneer Transportation in Canada
PIONEER TRANSPORTATION IN CANADA Lawrence J. Burpee, F.R.S.C. Secretary, International Joint Commission, Ottawa Pioneer transportation in Canada was very largely water trans- portation. Long before even primitive roads were available, and long before railroads were dreamed of, the sparse population made its way about by means of the rivers and lakes of the country. The extraordinary richness of Canada, east and west, in these water thoroughfares, must be apparent to anyone who has studied a map of the Dominion. The St. Lawrence leads directly into the heart of the continent. From the western end of Lake Superior, water routes, involving various portages, enable the traveller to reach Rainy lake, and, by way of Rainy river, the Lake of the Woods, and Winnipeg river, he is brought to Lake Winnipeg. From Lake Winnipeg he can travel by water, with nothing more than an occasional portage, west to the Pacific, north to the Arctic, north-east to Hudson bay, or south to the Gulf of Mexico. To reach the Pacific, he would ascend the Saskatchewan from Lake Winnipeg, and find passes through the Rocky mountains at the headwaters of both the north and the south branch ; or he could by any one of several water routes reach the Athabaska from the Saskatchewan, and get through the mountains by Athabaska pass; or again he could reach the moun- tains by way of the Athabaska, Lake Athabaska, and the Peace river. West of the mountains. Peace river would lead hfm to the headwaters of the Eraser, and the other passes to the headwaters of the Columbia. -
The Transportation Sector in Alberta: Present Position and Future Outlook: Updated Version April 30, 2005
University of Calgary PRISM: University of Calgary's Digital Repository Van Horne Institute Van Horne Institute 2005-04-30 The Transportation Sector in Alberta: Present Position and Future Outlook: updated version April 30, 2005 Van Horne Institute http://hdl.handle.net/1880/44292 technical report Downloaded from PRISM: https://prism.ucalgary.ca The Transportation Sector in Alberta: Present Position and Future Outlook - An Update - April 30, 2005 Prepared for: Prepared by: PROLOG Canada Inc. Suite 500, 1010 – 1st Street S.W. Calgary, Alberta T2R 1K4 The Van Horne Institute 620 Earth Sciences University of Calgary 2500 University Drive N.W. Calgary, Alberta T2N 1N4 2 The Transportation Sector in Alberta: Present Position and Future Outlook - An Update - 1. Introduction In 2003, the Alberta Economic Development Authority commissioned PROLOG Canada and the Van Horne Institute to conduct a study that examined the transportation system in Alberta, with particular emphasis on the goods movement sector. The twofold objective of that study was to (1) Demonstrate the importance of the transportation and logistics sector to the Alberta economy; and (2) Analyze future Alberta trends as a basis for determining what actions are required from government and industry with respect to infrastructure, carrier services and prevailing regulation. The report included a number of transportation-related action items to be acted upon by government and industry in support of a growing Alberta value-added economy over the ensuing decade. The purpose of this report, also prepared by PROLOG Canada and the Van Horne, is to up- date key statistics and re-examine the action items in terms of developments and stakeholder responses that have occurred since the original report was completed. -
Road Pricing in Theory and Practice: a Canadian Perspective
The Peter A. Allard School of Law Allard Research Commons Faculty Publications Allard Faculty Publications 2005 Road Pricing in Theory and Practice: A Canadian Perspective David G. Duff Allard School of Law at the University of British Columbia, [email protected] Carl Irvine Follow this and additional works at: https://commons.allard.ubc.ca/fac_pubs Part of the Tax Law Commons Citation Details David G Duff & Carl Irvine, "Road Pricing in Theory and Practice: A Canadian Perspective" (2005) U Toronto, Legal Studies Research Paper No. 05-07. This Research Paper is brought to you for free and open access by the Allard Faculty Publications at Allard Research Commons. It has been accepted for inclusion in Faculty Publications by an authorized administrator of Allard Research Commons. Road Pricing in Theory and Practice: A Canadian Perspective David G. Duff* and Carl Irvine+ I. Introduction Like other developed countries, Canada experienced massive increases in road transportation since the end of the Second World War, with substantial growth in the number of registered vehicles,1 annual per capita distances traveled by automobile,2 and the volume of goods transported by truck.3 At first, Canadian governments attempted to match the growing demand for road transportation by improving the quality and capacity of roads and highways – significantly increasing the extent of paved roadways and introducing a national highway system supported by federal shared-cost funding.4 Throughout this period, the cost of constructing and maintaining Canada’s road network was financed mostly from consolidated revenue funds and municipal property taxes, though federal and municipal governments levied taxes on automotive fuels and provincial governments collected vehicle registration fees that also contributed to these revenues.5 Since the 1970s, Canadian governments have been less willing to invest in roads and highways,6 as growing environmental concerns lessened public enthusiasm for * Associate Professor, Faculty of Law, University of Toronto ([email protected]).