DOCSLIB.ORG

6 Traffic and Access Impacts

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text

Load more

6 6 Traffic and Access Impacts NORTH BEACH NAVIGABLE CANAL PHASE I REPORT. 6 Traffic and Access Impacts For the purposes of this study, LAN was directed by the City of Corpus Christi to review readily available existing roadway data, plans, and studies relevant to the North Beach area, including traffic studies, construction documents from previous and/or ongoing roadway projects, prior reports, and other traffic count data. Once data was collected, LAN assessed traffic patterns to four key destinations on North Beach and developed impacts to traffic that may come as a result of the proposed canal improvements project. 6.1 Data Collection / Basis of Evaluation LAN gathered and reviewed readily-available existing site improvement and land-use information on the North Beach area, including long and short-range plans, area development plans, capital improvement plans including streets and utility master plans. The following City-provided documents were reviewed : 1. City of Corpus Christi Urban Transportation Plan (UTP) Map 2. Downtown Area Development Plan, March 2018 3. North Beach Development Plan, November 2011 4. North Beach Redevelopment Initiative Specific Plan, March 2018 5. North Beach Eco-Park (City Planning Department Workshop), 2018 6. Harbor Bridge Replacement Project, Texas Department of Transportation (TxDOT) 7. North Beach Access Management Initiative Feasibility Report, Freese & Nichols, 2018 8. North Beach Redevelopment Traffic Impact Assessment (TIA), Maldonado-Burkett, 2020 Four Key Destinations provided for the basis of the traffic access impacts evaluation. LAN considered the following as key destinations at North Beach. Each destination was color -coded in Exhibits 7 through 9. Destination 1- Aquarium / Lexington Destination 2 – Golf Place, Breaker Avenue, and Surfside Beach Parks Destination 3- Residential (Condos and Villas) Destination 4 – City of Corpus Christi Eco-Park and North Beach Jetty’s 6.2 Existing Traffic Patterns, Access & Safety Concerns 6.2.1 Existing Traffic Patterns Northbound Traffic - Traffic heading to North Beach north on SH 181 from Corpus Christi cross the existing Harbor Bridge and take one of two exits: the first exit off US 181 is at Burleson Street; the second exit is at Beach Avenue. Based on a review of TXDOT’s Harbor Bridge Replacement Plans, the exit at Burleson will be permanently closed upon completion of their project thus reducing access to North Beach from the south to Beach Boulevard only. Traffic exiting Beach Boulevard generally travel east to Surfside or Timon Boulevard to access tourist destinations, housing, businesses, or parks on North Beach. Southbound Traffic - Traffic heading south on SH 181 from Portland to North Beach have one exit on the northern end of North Beach near Beach Avenue. The exit enters West Causeway Boulevard, a one-way feeder road parallel to US181 which allows south traveling access to North Beach Navigable Canal (City Project # 20277) 32 NORTH BEACH NAVIGABLE CANAL PHASE I REPORT. both Beach Avenue and Burleson Street. Based on a review of TXDOT’s Harbor Bridge Replacement Plans, this configuration will not change upon completion of their project. Primary Collectors (C1) – the two primary collectors that convey traffic north and south along North Beach are Surfside Boulevard and Timon Boulevard, both are currently one-way streets; Timon (southbound) and Surfside (northbound). Refer to Exhibits 7A and 7B which show existing traffic patterns to key destinations on North Beach. Each destination is color-coded for presentation. 6.2.2 Key Destinations Destination 1- Aquarium / Lexington North Beach has several tourist attractions including the USS Lexington Museum, the Texas State Aquarium, hotels and souvenir shops. North Beach has been steadily redeveloping over the years with the addition of the USS Lexington Museum and the Aquarium in more recent decades. The Aquarium alone is responsible for 500,000 visitors to North Beach annually. Currently, the majority of traffic to visit the Aquarium / Lexington area utilize the Burleson Street exit. At Burleson Street, the majority of the tourist traffic heads east on Burleson Street toward the existing gateway structure and then south on Timon Boulevard to access the Aquarium or Lexington. Post Harbor Bridge, this same traffic will be directed east down Beach Avenue to access Timon/Surfside for north and south movements on North Beach, with the majority of the traffic headed south on Timon Boulevard to access the tourist areas. Destination 2 – Golf Place, Breaker Avenue, and Surfside Beach Parks Similar to traffic heading to the tourist attractions on the south end of the North Beach peninsula, beach goers will exit US181 on Beach Avenue and utilize the Surfside and Timon Boulevard collectors to go to the beach. From Surfside and Timon, they will access the beach using east-west streets: Golf Place, South Hotel Place, Breaker Avenue, and Surfside Boulevard (East). Numerous additional east and west side streets interconnect Timon and Surfside Boulevard however, based on visual observations, these collectors are in extremely poor condition and several experience localized flooding (see inundation discussion in Section 2) and do not have the capacity to handle large volumes of traffic. Destination 3- Residential (Condos and Villas) The majority of new residential development occurs at the northeast quadrant of Nor th Beach. Traffic from Corpus Christi or Portland typically utilize E. Causeway Boulevard (US181 feeder road) through the Burleson Street intersection to turn east on Gulfspray Avenue to access the condominiums and single-family dwellings near the beach. Destination 4 – City of Corpus Christi Eco-Park and North Beach Jetty’s The City of Corpus Christi’s proposed development of an Eco-Park on the north end of North Beach will likely attract more local families, fisherman, and bird watchers. The park will also provide for educational amenities, school trips, and wildlife research opportunities. Traffic going to this destination will use Surfside and Timon Boulevard to Gulden Street or Sandbar Avenue to access this area. North Beach Navigable Canal (City Project # 20277) 33 NORTH BEACH NAVIGABLE CANAL PHASE I REPORT. 6.2.3 Existing Safety Concerns Public safety concerns exist for the North Beach area. The nearest fire department station is located downtown on Belden Street, approximately a 2.5 to 3-mile trip across the Harbor Bridge to respond to fire on North Beach. The nearest hospital is located on Shoreline Boulevard and Morgan Avenue, approximately 5 miles away from North Beach. Localized flooding concerns impact emergency vehicles from accessing certain areas of North Beach. Emergency responders often must operate and respond to emergency situations during dynamic weather conditions, including floods. Streets closest to the beach are the most susceptible to temporary flooding during storm surge coupled with high tide during a hurricane or tropical storm plus the enormous amount of rain associated with them. Because of the flat topography of the land at North Beach most of the flooding subsides when the storm surge ends. There are low areas that encompasses streets that remain flooded and unpassable for days after the storm event. Most of this flooding can be avoided if the existing storm sewers are operational. Unfortunately, the existing storm sewers are highly susceptible to being clogged with sand. The only way to eliminate this local flooding is to keep sand out of the storm sewer so they can operate as designed. There are too many variables to make exact estimates on the increase in response time for emergency vehicles due to existing flooding concerns. Public safety concern is warranted due to street flooding specifically, near the beach, during the actual storm (tropical storms or hurricanes). Localized flooding that exists in the low areas is more of a nuisance after the actual storm event because of the many interconnected streets on North Beach that allow emergency vehicles to select alternative routing. 6.3 Traffic Impacts This section describes several impacts that the canal may cause to local traffic once the canal is fully built-out. Impacts generally apply to either option but mitigation measures may differ depending on which option is constructed. This section is not intended to be an exhaustive list of traffic impacts and it not founded on detailed traffic analyses or traffic counts; it includes the primary impacts to traffic due a fully built-out canal. Reference Exhibits 8A, 8B, 9A and 9B. 6.3.1 Destination Specific Impacts Destination 1- Aquarium / Lexington Traffic going to Destination 1- Aquarium / Lexington could follow two routes: 1. Beach Avenue to Timon Boulevard and 2. West Causeway to Burleson or Breakwater. 1. Beach Avenue - If traffic exits US181 and follows Beach Avenue to Timon Boulevard, congestion may occur as it mixes with traffic going to the beach or to the residential areas of North Beach. The Harbor Bridge construction will affect Timon Boulevard south of Burleson as well. Until the bridge is completed, the south end of the proposed canal cannot be constructed, thus traffic going to the Aquarium / Lexington areas will still use Timon. After construction of the south end of the canal (see Phase V in Section 7), Timon Boulevard will be cut off and will require to be realigned to the west and connect into West Causeway to access this area (See Figure 6-1 below). North Beach Navigable Canal (City Project # 20277) 34 NORTH BEACH NAVIGABLE CANAL PHASE I REPORT. Figure 6-1 – Timon Blvd (South) Conflict with Proposed Canal 2. West Causeway (US 181 Feeder Road) Option – Traffic congestion could be relieved from using Beach and Timon Boulevard if traffic going to the Aquarium / Lexington area be forced (using signage and pavement markings) to turn left on Beach Avenue, cross under US181 to follow the West Causeway south to either Burleson or Breakwater Street. (See Figure 6-2 and 6-3 below). Figure 6-2 – Harbor Bridge Turnaround at Beach Ave North Beach Navigable Canal (City Project # 20277) 35 NORTH BEACH NAVIGABLE CANAL PHASE I REPORT.
Recommended publications
  • Chapter 11.02

    Chapter 11.02

    Chapter 11.02 DEFINITIONS1 Sections: 11.02.010 Interpretation. 11.02.015 AASHTO. 11.02.020 Acceptance. 11.02.030 All weather surface. 11.02.040 California Culvert Practice. 11.02.050 Consulting engineer. 11.02.060 Contractor. 11.02.070 County. 11.02.080 County engineer. 11.02.090 Department. 11.02.100 Director. 11.02.110 Driveway. 11.02.120 Driveway, common. 11.02.130 Final map. 11.02.140 May. 11.02.145 MUTCD. 11.02.150 Parcel map. 11.02.160 Road, Arterial. 11.02.170 Road, Collector. 11.02.180 Road, Cul-de-sac. 11.02.190 Road, Local. 11.02.200 Road, Through. 11.02.210 Road, Off-site. 11.02.220 Shall. 11.02.230 Special provisions. 11.02.240 Stabilometer “R” value. 11.02.250 State. 11.02.260 State specifications. 11.02.270 Traffic index. 11.02.280 Traveled way. 11.02.290 Turnaround bulb. 11.02.300 Turnaround, hammerhead. 11.02.310 Turnout. 11.02.320 Uniform surface. 11.02.330 Urban development. 11.02.340 Urban streets. 11.02.010 Interpretation. In this title or the state Highway Transportation Officials. (Ord. 3298 § 2, specifications, the intent and meaning of the terms 2016) that are used shall be as defined in Section I of the state specifications except as specifically noted, 11.02.020 Acceptance. “Acceptance” means the revised or added in this title. Except where formal written acceptance by the Director for work otherwise indicated, all specified or referenced which is completed on roads which are to be distances are measured along the ground.
  • 501 - Fire Apparatus Access Standard

    501 - Fire Apparatus Access Standard

    VENTURA COUNTY FIRE PROTECTION DISTRICT FIRE PREVENTION BUREAU 165 DURLEY AVENUE CAMARILLO, CA 83010 www.vcfd.org Office: 805-388-8738 Fax: 805-388-4356 501 - FIRE APPARATUS ACCESS STANDARD The information contained in this standard is provided solely for the convenience of the reader and was being enforced by the Ventura County Fire Protection District at the time of its publication. The District reserves the right to make changes and improvements to this standard as and when required by law, or otherwise, at any time. The District’s current standards will be posted and made available for downloading by the public at the following web site: www.vcfd.org Please note that the District assumes no liability for any damages incurred directly or indirectly as a result of any errors, omissions, or discrepancies between this standard and any applicable law. It is the sole responsibility of the person or persons conducting any work pursuant to this standard to ensure their work complies with any and all applicable codes, ordinances, and regulations. Supersedes: VCFPD Standards 14.6.4, 14.6.5, 14.6.6, 14.6.7, 14.6.8, 14.6.9 and 14.6.11 CHAPTER 1 – ADMINISTRATION 1.1 Purpose. The purpose of this standard shall be to provide clarification of requirements and establish and assign an acceptable level of quality and minimum level of mandatory controls to provide and maintain required fire department access to premises in compliance with the Ventura County Fire Code. The provisions of this standard are general in nature and are not intended to over- ride the specific requirements of the Ventura County Fire Apparatus Access Code.
  • MANUAL of UNIFORM MINIMUM STANDARDS for DESIGN, CONSTRUCTION and MAINTENANCE for STREETS and HIGHWAYS (Commonly Known As the &Qu

    MANUAL of UNIFORM MINIMUM STANDARDS for DESIGN, CONSTRUCTION and MAINTENANCE for STREETS and HIGHWAYS (Commonly Known As the &Qu

    Topic # 625-000-015 MANUAL OF UNIFORM MINIMUM STANDARDS FOR DESIGN, CONSTRUCTION AND MAINTENANCE FOR STREETS AND HIGHWAYS (Commonly known as the "Florida Greenbook") State of Florida Department of Transportation MAY 2011 EDITION The Florida Greenbook will be posted on the FDOT Web Site at: http://www.dot.state.fl.us/rddesign/FloridaGreenbook/FGB.shtm USER REGISTRATION Manual of Uniform Minimum Standards for Design, Construction and Maintenance for Streets and Highways (Commonly known as the "Florida Greenbook") MAY – 2011 EDITION To: “Florida Greenbook” Users The Department of Transportation utilizes a contact database that enables the Department to e-mail important information to registered users on topics selected by each user. The database allows a user to update their physical address, e-mail address, topics of interest, and any other information in their profile at any time. All Florida Greenbook users must register their e-mail addresses in this contact database in order to receive updates, notices, design memos, or other important information concerning the Department's design manuals. Users must register at the following link: http://www2.dot.state.fl.us/contactmanagement/ New subscribers will need to create a new account. Once the information is registered, new subscribers will need to “Edit Interests.” The Florida Greenbook may be found under: Publications Design Roadway Design Florida Greenbook” Topic # 625-000-015 May - 2011 Manual of Uniform Minimum Standards for Design, Construction and Maintenance for Streets and Highways
  • Flexibility in Highway Design

    Flexibility in Highway Design

    Flexibility in Highway Design U.S. Department of Transportation Federal Highway Administration Page i This page intentionally left blank. Page ii A Message from the Administrator Dear Colleague: One of the greatest challenges the highway community faces is providing safe, efficient transportation service that conserves, and even enhances the environmental, scenic, historic, and community resources that are so vital to our way of life. This guide will help you meet that challenge. The Federal Highway Administration (FHWA) has been pleased to work with the American Association of State Highway and Transportation Officials and other interested groups, including the Bicycle Federation of America, the National Trust for Historic Preservation, and Scenic America, to develop this publication. It identifies and explains the opportunities, flexibilities, and constraints facing designers and design teams responsible for the development of transportation facilities. This guide does not attempt to create new standards. Rather, the guide builds on the flexibility in current laws and regulations to explore opportunities to use flexible design as a tool to help sustain important community interests without compromising safety. To do so, this guide stresses the need to identify and discuss those flexibilities and to continue breaking down barriers that sometimes make it difficult for highway designers to be aware of local concerns of interested organizations and citizens. The partnership formed to develop this guidance grew out of the design-related provisions of the Intermodal Surface Transportation Efficiency Act of 1991 and the National Highway System Designation Act of 1995. Congress provided dramatic new flexibilities in funding, stressed the importance of preserving historic and scenic values, and provided for enhancing communities through transportation improvements.
  • Chapter Three TRAFFIC and SAFETY INFORMATION, and KEY ACCESS MANAGEMENT TECHNIQUES

    Chapter Three TRAFFIC and SAFETY INFORMATION, and KEY ACCESS MANAGEMENT TECHNIQUES

    Chapter Three TRAFFIC AND SAFETY INFORMATION, AND KEY ACCESS MANAGEMENT TECHNIQUES INTRODUCTION This Chapter gives an overview of the traffic and safety issues associated with the US- 10/US-31 highway corridor in Mason County, and presents key access management concepts. The study area for this Plan begins at M-116 near Lake Michigan in the City of Ludington and proceeds east along US-10 to the county line with Lake County and then also north at the south junction of US-10/US-31 just west of Scottville to the County line with Manistee County. The corridor, which is approximately 38 miles in length affects the cities of Ludington and Scottville, the Village of Custer and the Townships of Pere Marquette, Amber, Custer, Branch, Victory, Sherman, Grant, Free Soil, and Mason County. US-10 and US-31 are classified as U.S. Routes. They serve as primary highways for local citizens in the region, but also serve as a thoroughfare for those traveling across the Lower Peninsula. See Figure 3-1. Figure 3-1 Location Map Mason County Access Management Plan US-10/US-31 Study Corridor U.S. & State Highway Free Soil Roads Twp Jurisdictions Meade Grant Twp Lakes Twp Streams Free Soil 01230.5 Mi les July 2005 Data Source: MCGI, Dept of Info Tech Map Prepared by Land Information Access Association 1 3 - S Fountain U Hamlin Victory Sherman Sheridan M Twp Twp Twp Twp - 1 1 6 US-10 US-10/US-31 US-10 1 Ludington 3 Amber Custer - Scottville Branch R Twp B Custer Twp Pere Twp Marquette Twp Riverton Twp Summit Eden Logan Twp Twp Twp US-31 Source: Prepared by Land Information Access Association, 2005 US-10/US-31 Access Management Plan Page 3-1 November 11, 2005 TRAFFIC AND SAFETY ANALYSIS Volumes According to 24 Hour AADT (average annual daily traffic) volumes for 2004 provided by the Michigan Department of Transportation and illustrated for all vehicles on Figure 3-2 and just for commercial vehicles on Figure 3-3.
  • Chapter 2 Roads Board Transportation Committee March 26, 2019

    Chapter 2 Roads Board Transportation Committee March 26, 2019

    Chapter 2 Roads Board Transportation Committee March 26, 2019 William Capers III Department of Transportation Chapter 2 Roads Background ❑ Named for the County Code chapter describing procedures for managing County-owned property ❑ County Code § 2-1-1: “dedicated to public use or title to which is in the name of the Board of Supervisors or the County” ❑ Typically are unimproved non-County maintained right-of-ways, that have not been accepted into the Virginia Department of Transportation (VDOT) Secondary System. ❑ Over 100 Chapter 2 roads in the County that have escrows, potentially many more without escrows. 2 Chapter 2 Roads (Continued) Background ❑ VDOT’s current policy is to not accept new roads in the Secondary System unless they have at least three unique users. ❑ When fewer than four users front a right-of-way, current County Code for each new user requires them to pay an escrow for future construction of a public road. ❑The fourth user of the right-of-way is responsible for constructing part of the public street, using the collected escrows, and providing the difference. ❑ Escrows are managed by Land Development Services ❑LDS also handles requests to build on Chapter 2 Roads. 3 Case Studies Case #1- Washington Street (Springfield District) Case #2- Lyles Road (Lee District) Washington Street Case #1: Washington Street (Springfield District) Braddock Road Section of Washington Street not in VDOT Secondary System Washington Street First First Rd Park Authority Property Washington Street was dedicated by a plat recorded on July 23, 1945 5 Case #1: Washington Street (Springfield District) 6 Nature of Inquiry ❑ No public road on this part of Washington Street.
  • Improvements to FM 1560 and SH 16

    Improvements to FM 1560 and SH 16

    FM 1560 & SH 16 Open House Public Meeting August 14, 2014 FM 1560 Re-Alignment at SH 16 FM 1560 RE-ALIGNMENT AT SH 16 & SH 16 SUPERSTREET CONCEPT . OPEN HOUSE PUBLIC MEETING Helotes City Hall . August 14, 2014 12951 Bandera Road . 5:00 p.m. – 7:00 p.m. Helotes, Texas 78023 FM 1560 Re-Alignment at SH 16 FM 1560 Project Location FM 1560 Re-Alignment at SH 16 3 Need and Purpose .Need –Current alignment of FM 1560 – SH 16 intersection restricts traffic flow, leading to traffic congestion .Purpose –Improve operational functioning and safety of FM 1560 - SH 16 intersection FM 1560 Re-Alignment at SH 16 4 Project Information .Project selected as part of the Alamo Area Metropolitan Planning Organization’s call for projects STP-MM (Cat 7 funds) .Project submitted by City of Helotes and TxDOT FM 1560 Re-Alignment at SH 16 5 Crash History LEGEND 2013 2012 2011 2010 2009 2008 FM 1560 Re-Alignment at SH 16 6 Travel Patterns . FM 1560 to SH 16 NB – Turn south on SH 16 and U-Turn . Circle A Trail to SH 16 SB – Turn north on SH 16 and U-Turn . FM 1560 SB to Circle A Trail – U-Turn south of Circle A Trail FM 1560 Re-Alignment at SH 16 7 Typical Section Existing FM 1560 Generally Includes: . Two 12’ travel lanes (one in each direction) . 4’ striped median . Two 4’ outside shoulders . Open ditch FM 1560 Re-Alignment at SH 16 8 Typical Section Proposed FM 1560 Generally Includes: . Four 11’ travel lanes (two in each direction) .
  • LAKE PONTCHARTRAIN CAUSEWAY HAER LA-21 and SOUTHERN TOLL PLAZA Causeway Boulevard Metairie Jefferson Parish Louisiana

    LAKE PONTCHARTRAIN CAUSEWAY HAER LA-21 and SOUTHERN TOLL PLAZA Causeway Boulevard Metairie Jefferson Parish Louisiana

    LAKE PONTCHARTRAIN CAUSEWAY HAER LA-21 AND SOUTHERN TOLL PLAZA Causeway Boulevard Metairie Jefferson Parish Louisiana PHOTOGRAPHS COPIES OF COLOR TRANSPARENCIES WRITTEN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD National Park Service U.S. Department of the Interior 100 Alabama Street, SW Atlanta, Georgia 30303 HISTORIC AMERICAN ENGINEERING RECORD LAKE PONTCHARTRAIN CAUSEWAY AND SOUTHERN TOLL PLAZA HAER LA-21 Page 1 Location: The Lake Pontchartrain Causeway spans Lake Pontchartrain from Causeway Boulevard in Metairie, Jefferson Parish to Highway 190, Mandeville, St. Tammany Parish, Louisiana. The southern Toll Plaza was located at the Jefferson Parish terminus of the Lake Pontchartrain Causeway. The Northern Terminus of the Lake Pontchartrain Causeway is located at 30.365 and -90.094167. The Southern Terminus is located at 30.02 and - 90.153889. This information was acquired using Google Earth imagery. There are no restrictions on the release of this information to the public. USGS Quadrangle maps (7.5 minute series): (north to south) Mandeville, Spanish Fort NE, West of Spanish Fort NE, Indian Beach There are no restrictions on this information. Owner: Greater New Orleans Expressway Commission Present Use: Vehicle Bridge Significance: When completed in 1956, the Lake Pontchartrain Causeway was the world’s longest bridge. This record was broken by completion of the parallel span in 1969. At 23.87 miles long, the Causeway is the world’s longest continuous span over water. The prestressed, pre-cast concrete structural system displays mid-twentieth century technology that typifies modern bridge construction techniques. In addition, the Causeway is significant in the development of the Jefferson and St.
  • Roundabout Maintenance Manual Indiana LTAP

    Roundabout Maintenance Manual Indiana LTAP

    Indiana LTAP Roundabout Maintenance Manual Roundabout Maintenance Manual January 2015 INDIANA LTAP CENTER Purdue University Civil Engineering 3000 Kent Ave. Ste. C2-118 West Lafayette, Indiana 47906 Telephone: (765) 494-2164 Toll Free in Indiana: (800) 428-7639 Facsimile: (765) 496-1176 Table of Contents Acknowledgements ......................................................................................... 7 Introduction ................................................................................................... 7 Section I: Winter Maintenance ........................................................................ 8 Snowplowing ......................................................................................................................................... 8 De-icing ................................................................................................................................................... 9 Equipment .............................................................................................................................................. 9 Section II: Summer Maintenance ................................................................... 10 Suggested Landscaping ..................................................................................................................... 10 Central Island Maintenance ............................................................................................................. 10 Splitter Island Maintenance ............................................................................................................
  • 211 Limited Access Facilities

    211 Limited Access Facilities

    Topic #625-000-002 FDOT Design Manual January 1, 2018 211 Limited Access Facilities 211.1 General This chapter includes criteria for limited access facilities (tolled and non-tolled), including: (1) Interstates (2) Freeways (3) Expressways (4) Interchange ramps servicing high speed limited access facilities (5) Collector-distributor roads (C/D) servicing high speed limited access facilities Express lanes design is an iterative process best performed in a collaborative environment involving various disciplines e.g. express lanes planning, PD&E, construction, maintenance, traffic operations, transportation systems management and operations (TSM&O), and Turnpike toll operations. An explanation of the process and considerations is given in The Express Lanes Handbook Sections 6 and 8. Many design criteria are related to design speed; e.g., vertical and horizontal geometry, sight distance. When the minimum design values are not met, an approved Design Exception or Design Variation is required. See FDM 201.4 for information on Design Speed. See FDM 122 for information on Design Exceptions and Design Variations. The following manuals and documents provide additional information for the design of limited access facilities: General Tolling Requirements (GTR) -This document is used for design criteria and requirements for tolling on Turnpike and Non-Turnpike projects. This includes “open road” tolling facilities, express lanes (managed lanes, high occupancy tolling lanes, etc.) on new or existing corridors. A Policy on Design Standards – Interstate System, 2005 Edition (AASHTO) Turnpike Design Handbook (TDH) Express Lanes Handbook Traffic Engineering Manual (TEM) - This manual is used to supplement the Manual on Uniform Traffic Control Devices (MUTCD)’s standards and guidelines with Florida specific signs and pavement markings used on the State Highway System by the Department’s Traffic Operations Offices.
  • Persistently Improving Schools in Michigan Moving Past a History Of

    Persistently Improving Schools in Michigan Moving Past a History Of

    RESEARCH PAPER Persistently Improving Schools in Michigan OCTOBER 2013 Moving Past a History of Low Performance American Institutes for Research and the University of Michigan, on Introduction behalf of the Michigan Department The challenges associated with the nation’s persistently low-achieving schools have of Education, conducted this study come to the policy forefront in the past five years. This policy focus was driven, in in 2012. We gratefully acknowledge part, by studies that revealed that schools identified for restructuring under the the contributions of principals, Elementary and Secondary Education Act (ESEA), as reauthorized by the 2002 No teachers, and other respondents Child Left Behind Act (NCLB), lingered in this status for years, and administrators who took time out of their busy opted for the least-intensive interventions (Taylor, Stecher, O’Day, Naftel, & Le Floch, schedules to respond to our data 2010). In response, policymakers called for more dramatic action to compel these requests. We are also grateful for schools to break the cycle of low performance. the careful review by our colleagues Mette Huberman and Coby Meyers. The School Improvement Grants (SIG) program, funded through the American Recovery and Reinvestment Act (which provides $4 billion in funds for persistently low-achieving schools), has become emblematic of the federal focus on school turnaround. These SIG grants target the lowest 5 percent of schools, which must adopt one of four federal intervention models that include replacement of the principal, increased data use, extended learning time, and (in the case of one model) replacement of half of the teachers. A set of case studies of six persistently improving schools in Michigan revealed some common practices Kerstin Carlson Le Floch and dispositions: Diane Massell § A Culture of Caring.
  • Roadway Design Manual (RDW)

    Roadway Design Manual (RDW)

    Roadway Design Manual Revised July 2020 © 2020 by Texas Department of Transportation (512) 463-8630 all rights reserved Manual Notice 2020-1 From: Camille Thomason, P.E Manual: Roadway Design Manual Effective Date: July 01, 2020 Purpose The Roadway Design Manual has been revised to update roadway policy in accordance with FHWA guidelines and with comments received from Design Division, other Divisions, and TxDOT's 25 Districts. As a result, revisions were made to Chapters 1-8 and Appendices A, B and C. Also, new Appendices D, and E were added to the manual, that is, Right Turn Slip Lane Design Guidelines and Alternative Intersections and Interchanges, respectively. Likewise, minor errata type corrections and edits were made throughout the manual. Contents Chapter 1 Section 1: Revised Roadway Design Manual Format for chapters 7, 8, Appendix C, and to include the addition of Appendices D, and E. Under External Reference Documents, updated references. Section 2: Revised controlling criteria per FHWA guidance for Design Exceptions, Waivers, and Variances. Reduced controlling criteria from 13 to 10. Under Design Exceptions, added guidance that 4' minimum width is required for new bike lanes. Widths less than 4' will require a design exception. Under Design Exceptions, added guidance that design exceptions for bridge rails shall be sent to Bridge Division. Under Design Waivers, removed "non-controlling criteria for the" from introductory sentence. Under Design Waivers, removed requirement for copy of documentation being furnished to Design Division. Under Design Waivers, added "Shared Use Paths (if this is the chosen Bicycle/Ped facility)" to 4R. Under Special Facilities, moved sentence "Design waivers are not applicable…" to the bottom of the section.