December 16, 2020
Total Page:16
File Type:pdf, Size:1020Kb

Load more
Recommended publications
-
David Mohler Signature
Massachusetts Division 55 Broadway, 10th Floor Cambridge, MA 02142 January 15, 2021 (617) 494-3657 (617) 494-3355 www.fhwa.dot.gov/madiv In Reply Refer To: HDA-MA David J. Mohler Executive Director Office of Transportation Planning Massachusetts Department of Transportation 10 Park Plaza Boston, MA 02116-3969 Subject: FY 2021-2025 Statewide Transportation Improvement Program (STIP) Amendment #2 Dear Mr. Mohler: Thank you for your letter received on January 5, 2021. The Federal Highway Administration (FHWA) has reviewed the Fiscal Years (FY) 2021-2025 STIP with the following amendments and adjustments received from the Massachusetts Department of Transportation and endorsed by the relevant Metropolitan Planning Organization (MPO): Action Organization MPO Endorsement Date 1.01 Berkshire MPO December 22, 2020 1.02-1.05 Boston MPO December 17, 2020 1.06-1.08 Merrimack Valley MPO December 30, 2020 1.09-1.10 Pioneer Valley MPO December 22, 2020 1.11 Southeastern Mass MPO December 9, 2020 Our review consisted of ensuring that the FY 2021-2025 STIP Amendment #2 and associated FY 2021- 2025 TIP Amendments adopted by the MPOs are based on a continuing, comprehensive and cooperative transportation planning process that substantially meets the requirements of 23 U.S.C. 134 and 135 and 23 CFR 450. The actions listed above do not require an air quality determination. Changes called for in this STIP amendment maintain financial constraint as required under 23 CFR 450.218. Additionally, our approval of the FY 2021-2025 STIP was subject to the resolution of one corrective action. On December 29, 2020, we received an action plan update addressing the corrective action and a number of recommendations, indicating that all self-certifications have been updated and completing the corrective action. -
Additional Document
-“Both Spectacular and Unremarkable” Letter of Allegation regarding the Excessive Use of Force and Discrimination by the Philadelphia Police Department in response to Black Lives Matter protests in May and June of 2020 Prepared and submitted by the Andy and Gwen Stern Community Lawyering Clinic of the Drexel University Thomas R. Kline School of Law and the American Civil Liberties Union of Pennsylvania as a Joint Submission to the UN Special Rapporteur on extrajudicial, summary or arbitrary executions. Much of the credit for this submission belongs to the volunteers who spent countless hours investigating and documenting the events recounted here, as well as interviewing witnesses and victims, editing, and repeatedly verifying the accuracy of this submission. We thank Cal Barnett-Mayotte, Jeremy Gradwohl, Connor Hayes, Tue Ho, Bren Jeffries, Ryan Nasino, Juan Palacio Moreno, Lena Popkin, Katie Princivalle, Caitlin Rooney, Abbie Starker, Ceara Thacker, and William Walker. Cc: Special Rapporteur on contemporary forms of racism, racial discrimination, xenophobia and related intolerance Special Rapporteur on Rights to Freedom of Peaceful Assembly and of Association Special Rapporteur on torture and other cruel, inhuman or degrading treatment or punishment Working Group of Experts on People of African Descent 2 EXECUTIVE SUMMARY The tragic killings of George Floyd in Minneapolis and Breonna Taylor in Louisville, and the ongoing and disproportionate killings of Black and Brown people by law enforcement throughout the United States, have sparked demonstrations against police brutality and racism in all fifty states – and around the world. Given Philadelphia’s own history of racially discriminatory policing, it was expected and appropriate that such protests would happen here as well. -
The Case for Reconnecting Southeast Washington DC
1 Reimagining DC 295 as a vital multi modal corridor: The Case for Reconnecting Southeast Washington DC Jonathan L. Bush A capstone thesis paper submitted to the Executive Director of the Urban & Regional Planning Program at Georgetown University’s School of Continuing Studies in partial fulfillment of the requirements for Masters of Professional Studies in Urban & Regional Planning. Faculty Advisor: Howard Ways, AICP Academic Advisor: Uwe S. Brandes, M.Arch © Copyright 2017 by Jonathan L. Bush All Rights Reserved 2 ABSTRACT Cities across the globe are making the case for highway removal. Highway removal provides alternative land uses, reconnects citizens and natural landscapes separated by the highway, creates mobility options, and serves as a health equity tool. This Capstone studies DC 295 in Washington, DC and examines the cases of San Francisco’s Embarcadero Freeway, Milwaukee’s Park East Freeway, New York City’s Sheridan Expressway and Seoul, South Korea’s Cheonggyecheon Highway. This study traces the history and the highway removal success using archival sources, news circulars, planning documents, and relevant academic research. This Capstone seeks to provide a platform in favor DC 295 highway removal. 3 KEYWORDS Anacostia, Anacostia Freeway, Anacostia River, DC 295, Highway Removal, I-295, Kenilworth Avenue, Neighborhood Planning, Southeast Washington DC, Transportation Planning, Urban Infrastructure RESEARCH QUESTIONS o How can Washington’s DC 295 infrastructure be modified to better serve local neighborhoods? o What opportunities -
Penndot Manages Papal Visit - Related Travel to Philadelphia
THE PENNSYLVANIA DEPARTMENT OF TRANSPORTATION KEEPING YOU UP TO DATE WITH ALL OF PENNDOT’S PROJECTS AND INNOVATIONS THROUGHOUT com THE YEAR PennDOT Manages Papal Visit - Related Travel to Philadelphia Join Us in Getting Natural Beauty of Benezette Ceremony Highlights Ready for Winter! Highlighted on New Bridge International Agreement November 2015 PennDOT Manages Papal Visit - Related Travel to Philadelphia By Charles Metzger, Community Relations Coordinator and Gene Blaum, Assistant Press Secretary, PennDOT District 6 1 Pope Francis’ visit to Philadelphia in late partners, which included the United States responders with unrestricted access for the September was a historic and immensely Secret Service; Pennsylvania State Police; safety of everyone involved,” McClain added. successful event marking the pope’s initial City of Philadelphia; Federal Highway trip to the United States and first papal stop Administration; World Meeting of Families; The operation began in the spring under the in the City of Brotherly Love since Pope John Pennsylvania Turnpike Commission; direction of then-Acting District Executive Paul II in 1979. Pennsylvania Emergency Management Christine Reilly. The District 6 team, led by Agency; Pennsylvania National Guard; Acting Assistant District Executive for The announcement that Pope Francis would Federal Emergency Management Agency; Services Lou Belmonte and Traffic travel to Philadelphia for the World Meeting Delaware Valley Regional Planning Operations Manager Manny Anastasiadis, of Families ignited detailed planning to Commission; SEPTA; Port Authority Transit worked in close coordination with Secretary prepare for a momentous event that would Corporation (PATCO); Delaware River Port Richards, Special Assistant to the Secretary attract hundreds of thousands of spectators, Authority; Delaware River Joint Toll Bridge Leo Bagley, Emergency/Incident many from around the globe. -
I-83 EXIT 4 IMPROVEMENTS the Proposed Improvements Are at the Exit 4 Interchange of Interstate 83 (I-83) and Route 851 in Shrewsbury Township
HOW DDI WORKS I-83 EXIT 4 IMPROVEMENTS The proposed improvements are at the Exit 4 Interchange of Interstate 83 (I-83) and Route 851 in Shrewsbury Township. The area surrounding the interchange has seen extensive growth that the existing interchange can no longer accommodate. There are high levels of congestion, traffic backs up onto I-83 and the bridge carrying I-83 traffic over Route 851 is structurally deficient. The purpose of the project is to ease congestion, increase capacity, and improve safety for motorists and pedestrians, by constructing a diverging diamond interchange (DDI). A diverging diamond interchange (DDI) is unique from a standard diamond interchange in that the side road traffic Route 851 PROJECT OBJECTIVES crosses to the left side of the road at a signalized intersection prior to the bridge. This allows direct left turns from the off-ramps to Route 851 and allows for a direct left turn on to the on-ramps to I-83. The side road (Route 851) traffic crosses back to the Eliminate traffic back-ups on the right side of the road at a signal beyond the bridge. ramps from I-83 to improve safety The DDI configuration has an operational advantage over the standard diamond in that it has only 2 phases per signal cycle versus 3 phases. This allows the DDI to provide more green time to traffic, alleviating congestion. Additionally, because of Increase capacity and reduce the direct left turns, there are fewer conflict points than a standard diamond, which reduces the crash rate and crash severity. congestion though the project area As of April 2018, 96 diverging diamond interchanges (DDIs) have been opened to traffic in the United States. -
Introduction
INTRODUCTION The Transportation Element of the Centre Planning Agency (CRPA), and the County Comprehensive Plan is an Susquehanna Economic Development assessment of the transportation facilities in Association Council of Governments the County. These facilities include not just (SEDA-COG). These organizations work the road network, but all forms of alongside the Pennsylvania Department of transportation including transit, rail, airports Transportation (PENNDOT) to identify and and bike and pedestrian facilities. It is prioritize transportation improvement important to consider the transportation projects in Centre County. network as an integrated multi-modal system. The existing conditions of the TRANSPORTATION GOAL AND transportation network are described in this OBJECTIVES initial section of the Transportation Element The goal of the Transportation Element is: (Part 1). The Transportation Element will be “To provide a multi-modal transportation completed in the future after completion of system, which includes air, bicycle, the Travel Demand Model Analysis and highway, pedestrian, public transportation, Long Range Transportation Plan for Centre and rail facilities to maximize the efficient, County. safe, economical and convenient movement of people and goods while minimizing the Significant growth of residential, office and adverse impact the system will have on industrial development has occurred in the natural and cultural resources, as well as County – especially in the Centre Region people.” area where Penn State University has served as a magnet for development. This ROAD NETWORK growth is forecasted to continue. As a Pennsylvania is in a strategic position with result, the need to identify transportation important interstate roadways traversing the facilities that will accommodate this growth state and serving national and international is a key part of the comprehensive planning trade routes. -
The Comprehensive Plan Background Studies for the US 220/Future I-99
TThhee CCoommpprreehheennssiivvee PPllaann BBaacckkggrroouunndd SSttuuddiieess ffoorr tthhee UUSS 222200//FFuuttuurree II--9999 PPllaannnniinngg AArreeaa Jersey Shore Borough, Piatt Township, Porter Township, Woodward Township Lycoming County, PA Technical Background Studies No. 1 – Community Development Profile Introduction The development of an effective comprehensive plan requires an understanding of the issues and trends that impact a community’s ability to sustain a “good quality of life” for its residents. During the early stages of plan development, coordination has been undertaken with many individuals and organizations in order to develop an understanding of what are perceived to be important issues that will impact the community and its development and growth in the future. This Community Development Profile summarizes where the community has been, where it is today, and where it may be going in the future based on known data sources. It includes past trend information (historic), current trend information (today), and projections (future), where appropriate and available from existing data sources. Key Community Development Issues Through consultation with the Planning Advisory Team (PAT) and interviews with key persons within the planning area and throughout the county, the important issues that could potentially impact the community in terms of social and economic conditions were identified. While many of the issues of importance relate to the county or region as shown in the adjacent highlight box, there were several issues noted by the I-99 Planning Advisory Team as being of particular importance within this I-99 planning area: þ Exodus of Younger Generation with Increasing Elderly Population – This is a concern because as an area ages the social fabric of the community becomes less stable. -
Directions to Hawk Mountain Camp Oreland Troop #1
Directions to Hawk Mountain Camp Oreland Troop #1 From the Philadelphia Area: From the Mid-County Interchange (Exit 20 of the PA Turnpike), follow Interstate 476 (The Northeast Extension) NORTH to EXIT 56 (Lehigh Valley Interchange). Take US Route 22 WEST (to I-78 & Harrisburg) to EXIT 49B (Fogelsville). Follow PA Route 100 NORTH until it terminates. Make a LEFT onto PA Route 309. Follow Route 309 NORTH over Blue Mountain and make a LEFT at interchange with PA Route 895. Follow PA Route 895 WEST for 7 miles until JOE’S AUTO JUNK YARD. (Reduce your speed!). Make a LEFT at the road following the JUNK YARD (Koenig’s Cross) and follow to its terminus and make a RIGHT onto RIDGE ROAD. Follow for .4 mile and make the first LEFT onto OAK DRIVE. This road terminates after .1 mile onto PINE VALLEY ROAD; make a LEFT at the intersection. Follow for .3 mile to next intersection and make a RIGHT on to FOX RUN ROAD. The camp will be .6 mile down on your LEFT. Look for the sign on the TREE. From Scranton/Wilkes-Barre Area and points North: Follow Interstate 81 SOUTH to Exit 138 (McAdoo) and follow PA Route 309 SOUTH. Take Route 309 SOUTH through Tamaqua to the interchange with PA Route 443. Make a RIGHT (Leibey’s Restaurant will be on the RIGHT) onto PA Route 443 WEST. Follow PA 443 to New Ringgold. At the intersection of PA Route 895, continue straight ahead on the county road. DO NOT TURN ONTO PA 895 OR FOLLOW PA 443! This is PINE VALLEY ROAD. -
Toll Roads in the United States: History and Current Policy
TOLL FACILITIES IN THE UNITED STATES Bridges - Roads - Tunnels - Ferries August 2009 Publication No: FHWA-PL-09-00021 Internet: http://www.fhwa.dot.gov/ohim/tollpage.htm Toll Roads in the United States: History and Current Policy History The early settlers who came to America found a land of dense wilderness, interlaced with creeks, rivers, and streams. Within this wilderness was an extensive network of trails, many of which were created by the migration of the buffalo and used by the Native American Indians as hunting and trading routes. These primitive trails were at first crooked and narrow. Over time, the trails were widened, straightened and improved by settlers for use by horse and wagons. These became some of the first roads in the new land. After the American Revolution, the National Government began to realize the importance of westward expansion and trade in the development of the new Nation. As a result, an era of road building began. This period was marked by the development of turnpike companies, our earliest toll roads in the United States. In 1792, the first turnpike was chartered and became known as the Philadelphia and Lancaster Turnpike in Pennsylvania. It was the first road in America covered with a layer of crushed stone. The boom in turnpike construction began, resulting in the incorporation of more than 50 turnpike companies in Connecticut, 67 in New York, and others in Massachusetts and around the country. A notable turnpike, the Boston-Newburyport Turnpike, was 32 miles long and cost approximately $12,500 per mile to construct. As the Nation grew, so did the need for improved roads. -
New Jersey Statewide FREIGHT PLAN %FDFNCFS
New Jersey Statewide FREIGHT PLAN %FDFNCFS Table of CONTENTS Any opinions, findings, and conclusions or recommendations expressed in this publication are those of the Author(s) and do not necessarily reflect the view of the Federal Highway Administration. New Jersey Statewide FREIGHT PLAN Page left blank intentionally. Table of CONTENTS Acknowledgements The New Jersey Department of Transportation’s Division of Multimodal Services thanks the many organizations and individuals for their time and contribution in making this document possible. New Jersey Department of Transportation Nicole Minutoli Paul Truban Genevieve Clifton Himanshu Patel Andrew Ludasi New Jersey Freight Advisory Committee Calvin Edghill, FHWA Keith Skilton, FHWA Anne Strauss-Wieder, NJTPA Jakub Rowinski, NJTPA Ted Dahlburg, DVRPC Mike Ruane, DVRPC Bill Schiavi, SJTPO David Heller, SJTPO Steve Brown, PANYNJ Victoria Farr, PANYNJ Stephanie Molden, PANYNJ Alan Kearns, NJ TRANSIT Steve Mazur, SJTA Rodney Oglesby, CSX Rick Crawford, Norfolk Southern Michael Fesen, Norfolk Southern Jocelyn Hill, Conrail Adam Baginski, Conrail Kelvin MacKavanagh, New Jersey Short Line Railroad Association Brian Hare, Pennsylvania Department of Transportation David Rosenberg, New York State Department of Transportation Consultant Team Jennifer Grenier, WSP Stephen Chiaramonte, WSP Alan Meyers, WSP Carlos Bastida, WSP Joseph Bryan, WSP Sebastian Guerrero, WSP Debbie Hartman, WSP Ruchi Shrivastava, WSP Reed Sibley, WSP Scudder Smith, WSP Scott Parker, Jacobs Engineering Jayne Yost, Jacobs Engineering -
Florida Traveler's Guide
Florida’s Major Highway Construction Projects: April - June 2018 Interstate 4 24. Charlotte County – Adding lanes and resurfacing from south of N. Jones 46. Martin County – Installing Truck Parking Availability System for the south- 1. I-4 and I-75 interchange -- Hillsborough County – Modifying the eastbound Loop Road to north of US 17 (4.5 miles) bound Rest Area at mile marker 107, three miles south of Martin Highway / and westbound I-4 (Exit 9) ramps onto northbound I-75 into a single entrance 25. Charlotte County – Installing Truck Parking Availability System for the SR 714 (Exit 110), near Palm City; the northbound Rest Area at mile marker point with a long auxiliary lane. (2 miles) northbound and southbound Weigh Stations at mile marker 158 106, four miles south of Martin Highway /SR 714 (Exit 110) near Palm City; the southbound Weigh-in-Motion Station at mile marker 113, one mile south of 2. Polk County -- Reconstructing the State Road 559 (Ex 44) interchange 26. Lee County -- Replacing 13 Dynamic Message Signs from mile marker 117 to mile marker 145 Becker Road (Exit 114), near Palm City; and the northbound Weigh-in-Motion 3. Polk County -- Installing Truck Parking Availability System for the eastbound Station at mile marker 92, four miles south of Bridge Road (Exit 96), near 27. Lee County – Installing Truck Parking Availability System for the northbound and westbound Rest Areas at mile marker 46. Hobe Sound and southbound Rest Areas at mile marker 131 4. Polk County -- Installing a new Fog/Low Visibility Detection System on 47. -
Report on Interstate 476 (The Blue Route)
University of Pennsylvania ScholarlyCommons Departmental Papers (ESE) Department of Electrical & Systems Engineering 2-1979 Report on Interstate 476 (The Blue Route) Vukan R. Vuchic University of Pennsylvania, [email protected] Carl Chandler William K. Davis Jack Smyth Peter Weber See next page for additional authors Follow this and additional works at: https://repository.upenn.edu/ese_papers Part of the Systems Engineering Commons, and the Transportation Engineering Commons Recommended Citation Vukan R. Vuchic, Carl Chandler, William K. Davis, Jack Smyth, Peter Weber, and David Williamson, "Report on Interstate 476 (The Blue Route)", . February 1979. This paper is posted at ScholarlyCommons. https://repository.upenn.edu/ese_papers/758 For more information, please contact [email protected]. Report on Interstate 476 (The Blue Route) Abstract For fifty earsy Pennsylvanians have been discussing the idea of constructing a new north-south highway in the central part of Delaware County, the suburban county immediately west of the City of Philadelphia. Such a highway originally was conceived as a parkway. The notion never got very far until the mid-1950's. When the federal Interstate Highway System was conceived, a facility in central Delaware County was proposed to connect the Pennsylvania Turnpike (I-276) in Plymouth Meeting, Montgomery County, with the Delaware Expressway (I-95) in Ridley Township, Delaware County. This facility was designated I-476. As conceived, it would constitute the western part of a planned circumferential freeway network around Philadelphia. I-476 is commonly known as "the Blue Route" and also as the "Mid County Expressway." As an interstate highway project, 90% of the cost of I-476 would be covered by federal interstate highway funds allocated to the Pennsylvania Department of Transportation (PennDOT) by the Federal Highway Administration (FHWA).