Trucks in the South Boston Waterfront

Total Page:16

File Type:pdf, Size:1020Kb

Trucks in the South Boston Waterfront Trucks in the South Boston Waterfront Trucks in the South Boston Waterfront April 2017 Trucks in the South Boston Waterfront Project Manager Bill Kuttner Project Principal Mark Abbott Graphics Kate Parker-O’Toole Cover Design Kim DeLauri The preparation of this document was supported by the Federal Highway Administration through MHD 3C PL contracts #32075 and #33101. Central Transportation Planning Staff Directed by the Boston Region Metropolitan Planning Organization. The MPO is composed of state and regional agencies and authorities, and local governments. April 2017 Page 1 of 48 IPSWICH TOPS- ROCKPOR HAMILT ESSEX GLOUCESTER MIDDLE- ON TON WENHAM NORTH MANCHESTER READING DANVERS WILMING- BEVERLY TON LYNNFIELD LITTLE- READING PEABODY TON CARLISLE WAKE- BUR-LING SALEM MARBLEHEAD BOX- BEDFORD STONEHA FIELD TON SAUGUS BOR- ACTON LYNN OUGH LEXINGTON SWAMPSCOTT CONCORD WOBURN MELROSE WINCHESTER NAHANT BOLTON STOW MAY- MALDEN ARLINGTOMEDFORD NARD LINCOLN REVERE BELMONT EVERETT SOMERVILLE CAMBRIDGE CHELSEA HUDSON WALTHA SUDBURY WESTON WINTHROP WATERTOW MARLBOROUGH FRAMINGHAM NEWTON WAYLAND SOUTH-B WELLESLEY BROOKLINE OROUGH BOSTON HULL NATICK NEEDHAM ASHLAND DEDHAM SHERBORN WESTWOOD QUINCY DOVER MILTON COHAS HOPKINTON SET SCITU MEDFIELD HINGHAM HOLLISTON RANDOLPHBRAINTREE -M ATE NORWOOD OUTH MILLIS WEY CANTON NORWELL MILFORD ROCKLAND MEDWAY HOL-BR WALPOL OOK STOUGH- NORFOLK HANOVER MARSHFIELD SHARON FRANKLIN PEMBROKE FOXBOROUGH DUXBURY BELLINGHAM WRENTHAM To request additional copies of this document or copies in an accessible format, contact: Central Transportation Planning Staff State Transportation Building Ten Park Plaza, Suite 2150 Boston, Massachusetts 02116 (857) 702-3700 (617) 570-9192 (fax) (617) 570-9193 (TTY) [email protected] www.bostonmpo.org Trucks in the South Boston Waterfront April 2017 ABSTRACT The South Boston Waterfront is arguably the most intensely studied area of Boston. Both the Seaport Public Realm Plan, prepared by the Boston Redevelopment Authority in 1999, and the South Boston Transportation Study, prepared by the City of Boston in 2000, envisioned strong growth in housing and non-industrial employment, and continued vitality in water-related and other industrial activities. After more than a decade of development, the South Boston Waterfront Sustainable Transportation Plan, in 2015, afforded an update to the earlier transportation plan. As trucking is the predominant freight mode serving the South Boston Waterfront, this report complements the two studies cited above by developing a detailed picture of truck operations in the South Boston Waterfront—analyzing the traffic volumes, travel patterns, and needs of the neighborhood. First, we defined eight distinct types, or classes, of trucks and a cordon of ten locations through which almost all truck movements into and out of the South Boston Waterfront cross. We observed trucks in each of the eight classes entering and exiting the cordon area during five specified time periods throughout the day. The results of this fieldwork represent the major findings of this report. Staff organized the truck travel data and used it to analyze current traffic and roadway issues in the study area from the perspective of the trucks that serve it. Issues analyzed from this perspective include the • increasing overall study area traffic congestion, • expanded use of the South Boston Bypass Road, • growth trends at the Conley Marine Container Terminal, and • truck volumes at Fish Pier, and the Boston Convention and Exhibition Center. This study does not make specific recommendations, rather, it contributes additional freight and truck data and analyses, which study-area stakeholders and operating agencies may utilize when developing policies and programs within their areas of responsibility. Page 3 of 48 Trucks in the South Boston Waterfront April 2017 TABLE OF CONTENTS PAGE ABSTRACT ...................................................................................................................... 3 1. Introduction................................................................................................................... 7 1.1 Background ........................................................................................................ 7 1.2 Goals of the Study .............................................................................................. 8 2. Estimating Truck Volumes by Truck Type..................................................................... 9 2.1 Defining a Cordon Area ...................................................................................... 9 2.2 Descriptions of Cordon Points .......................................................................... 10 2.3 The Definition of “Truck” ................................................................................... 13 2.4 Total Daily Cordon Volumes ............................................................................. 14 2.5 Types of Trucks................................................................................................. 16 2.6 Cordon Volumes by Truck Type ....................................................................... 19 3. Applying Truck Data to Waterfront Planning Issues ................................................... 36 3.1 Congestion in the South Boston Waterfront..................................................... 36 3.2 Growth in Ocean Shipping ................................................................................ 37 3.3 Other Planning Issues ...................................................................................... 45 4. Summary and Conclusions .......................................................................................... 46 TABLE 1 All Trucks .................................................................................................... 15 TABLE 2 Truck Classification Groups ....................................................................... 17 TABLE 3 Two-way Truck Volumes by Cordon Point and Truck Type ...................... 18 TABLE 4 Single-Unit Box-Type Trucks (Unrefrigerated) .......................................... 21 TABLE 5 Box-Type Semi-Trailers (Unrefrigerated) .................................................. 23 TABLE 6 Single-Unit Refrigerated Trucks ................................................................. 25 TABLE 7 Refrigerated Semi-Trailers ........................................................................ 27 TABLE 8 Single-Unit Trucks: Other Configurations .................................................. 29 TABLE 9 Semi-Trailers: Other Configurations .......................................................... 31 TABLE 10 Hazardous Cargoes ................................................................................... 33 TABLE 11 Ocean Shipping Containers ....................................................................... 35 Page 4 of 48 Trucks in the South Boston Waterfront April 2017 FIGURE 1 South Boston Waterfront Cordon Area ...................................................... 11 FIGURE 2 Typical Truck with Doubled Rear Wheels.................................................. 13 FIGURE 3 Single-Unit Box-Type Trucks (Unrefrigerated) .......................................... 20 FIGURE 4 Box-Type Semi-Trailer (Unrefrigerated) .................................................... 22 FIGURE 5 Single-Unit Refrigerated Trucks ................................................................. 24 FIGURE 6 Refrigerated Semi-Trailer ........................................................................... 26 FIGURE 7 Single-Unit Trucks with Other Configurations ........................................... 28 FIGURE 8 Semi-Trailer with Other Configuration ....................................................... 30 FIGURE 9 Truck Displaying Hazardous Cargo Placards ............................................ 32 FIGURE 10 Ocean Shipping Container ......................................................................... 34 FIGURE 11 Trucks Going to Conley Terminal via East First Street ............................. 39 FIGURE 12 Locations Served by Conley Terminal Ocean Containers ........................ 42 Page 5 of 48 Trucks in the South Boston Waterfront April 2017 Page 6 of 48 Trucks in the South Boston Waterfront April 2017 1 INTRODUCTION 1.1 Background The South Boston Waterfront is arguably the most intensely studied part of the city of Boston, and to a large degree, these studies have focused on transportation. Like many urban districts, the South Boston Waterfront (the study area) owes its character largely to its location on the waterfront and proximity to Boston’s central business district. Culminating early in the last century, this waterfront area was transformed from extensive tidal flats into a working port with adjacent industrial property via an intensive landfill project. At that time, the South Boston Waterfront was connected with the rest of North America primarily by the freight rail network, along with a limited street system. By the 1970s, the containerization of ocean shipping and completion of the Interstate Highway System had fundamentally changed the nature of port operations and the geographical distribution of industrial activity. The South Boston Waterfront, wedged between Boston’s central business district and a residential neighborhood, already had declined into mostly underutilized land and would now be transformed into something entirely new. Once again, the character of the South Boston Waterfront would be shaped
Recommended publications
  • Victoria's Level Crossing Removal Project Uses
    VICTORIA’S LEVEL CROSSING REMOVAL PROJECT USES INEIGHT TECHNOLOGY TO BETTER MANAGE AND CONTROL PROJECT DOCUMENTS Red-faced and white-knuckled – common symptoms of rush-hour commuters in Melbourne as they waited at one of the many level crossings (or rail crossings as they’re called in the U.S.). Looking to unclog some of the city’s busiest roads, the Victorian state government has taken the bold move of eliminating 75 of these dangerous and congested level crossings, including nine between the suburbs of Caulfield and Dandenong. The Level Crossing Removal Project (LXRP) and Lendlease, a leading international property and infrastructure group that is part of an alliance responsible for level crossing removals, wanted to transform the way they approached the project. Because the project was highly complex with so many stakeholders involved, LXRP needed to develop a cutting-edge technological approach that would help increase efficiency and collaboration. It selected a collaborative document management software solution from InEight, a leading developer of capital project management software. LXRP mandated that Lendlease use the document management solution, InEight® Document, to manage, protect and control project documents throughout the Caulfield to Dandenong (CTD) project. With InEight Document, CTD project teams now have an online document repository for capturing, controlling, versioning and distributing project documents, while tracking the complete history of every project document. This includes project documents, workflows, photos, emails and their attachments. The ability to track the complete history of every project document led to improved communication and collaboration on this monumental project. This resulted in greater efficiency throughout the project.
    [Show full text]
  • Air Pollution in Boston's Chinatown and Income Disparity
    Air pollution in Boston’s Chinatown and Income Disparity Introduction Income Cluster surrounding Chinatown with Major roads and highways Conclusion It is Chinatown’s unique position that puts it in danger to be engulfed by Boston’s Chinatown is the third largest in gentrification and displacement. As seen in the center map Chinatown is the United states, and like many Boston a low-high outlier in an income cluster analysis, meaning that it is a low- neighborhoods build on top of a landfill. Due income area surrounded by high income neighborhoods. Accentuated by to developing railways the area became less the proximity to highways and major roads Chinatown is exceptionally desirable to earlier immigrants of mostly Jew- vulnerable to high levels of air pollution. Many studies show that higher ish, Irish, and Italian descent. Chinese laborers levels of air pollution is associated with higher levels of asthma as well as started to settle on the area starting from the mid 1800’s. Initially Chinese possible increase in cardiovascular diseases. Awareness becomes highly exclusion act of 1882 limited the growth of the area, however after World important, and community involvement becomes a necessity in order to War II when the act was lifted, this area started to boom with new incom- preserve Boston’s historic Chinatown. Studies show communities of color ing Chinese immigrants. 1950’s saw the construction of Central Artery are more concerned with air pollution and expect which in return saw many families displaced from the area that had be- more out of the government to have more involve- come the Chinatown.
    [Show full text]
  • High Occupancy Vehicle (HOV) Detection System Testing
    High Occupancy Vehicle (HOV) Detection System Testing Project #: RES2016-05 Final Report Submitted to Tennessee Department of Transportation Principal Investigator (PI) Deo Chimba, PhD., P.E., PTOE. Tennessee State University Phone: 615-963-5430 Email: [email protected] Co-Principal Investigator (Co-PI) Janey Camp, PhD., P.E., GISP, CFM Vanderbilt University Phone: 615-322-6013 Email: [email protected] July 10, 2018 DISCLAIMER This research was funded through the State Research and Planning (SPR) Program by the Tennessee Department of Transportation and the Federal Highway Administration under RES2016-05: High Occupancy Vehicle (HOV) Detection System Testing. This document is disseminated under the sponsorship of the Tennessee Department of Transportation and the United States Department of Transportation in the interest of information exchange. The State of Tennessee and the United States Government assume no liability of its contents or use thereof. The contents of this report reflect the views of the author(s), who are solely responsible for the facts and accuracy of the material presented. The contents do not necessarily reflect the official views of the Tennessee Department of Transportation or the United States Department of Transportation. ii Technical Report Documentation Page 1. Report No. RES2016-05 2. Government Accession No. 3. Recipient's Catalog No. 4. Title and Subtitle 5. Report Date: March 2018 High Occupancy Vehicle (HOV) Detection System Testing 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Deo Chimba and Janey Camp TDOT PROJECT # RES2016-05 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Department of Civil and Architectural Engineering; Tennessee State University 11.
    [Show full text]
  • 2018 Carney Community Health Needs Assessment
    Community Health Needs Assessment 2018 This page intentitionally left blank Table of Contents Acknowledgments 4 Executive Summary 5 Introduction 6 Methods 7 Findings 8 Demographics 9 Chronic Disease 20 Mental Health 29 Substance Use Disorder 32 Housing Stability 38 Recommendations 46 Limitations 54 Appendix A. Supplemental Health Indicators and Demographic Data 55 Appendix B. Key Informant Survey 59 Appendix C. Focus Group Questions 60 References 61 3 | Page Acknowledgements This Community Health Needs Assessment (CHNA) was made possible through the cooperative support of several individuals and organiZations. We are particularly grateful for the Community Benefits leadership at Carney Hospital, Krisha Cowen, Marketing Manager and Barbara CouZens, Community Relations & Patient Advocacy Manager. A special thank you to our community partners: Bethel AME Church, Morning Star Baptist Church, Talbot Norfolk Triangle, Norine Woods – Community member, The Boston Project Ministries, Community Care Alliance at Carney, Four Corners Main Street, Big City Radio, Francine Pope – Former Boston probation officer, and Codman Square NDC, among many others who also provided feedback through survey responses and comments. Thank-you to Paul Oppedisano, Accreditation Coordinator/Director MassCHIP, Office of the Commissioner, Massachusetts Department of Public Health. Lastly, we thank the team at H&HS Consulting Group LLC. that produced this body of work. Sincere acknowledgements to Paulo Gomes, MSHS, Principal Consultant, Benjamin Ethier, Public Health Research Assistant, Kristy Najarian, MPH, Data Analyst, Jennifer Hohl, MPH, Data Entry. 4 | Page Executive Summary This report is a comprehensive analysis of health indicators for Carney Hospital. The Carney Hospital service area includes Dorchester (02122), Dorchester (02124), Dorchester (02125), Mattapan, South Boston, Hyde Park, Braintree, Milton, and Quincy.
    [Show full text]
  • Explaining MBTA Commuter Rail Ridership METHODS RIDERSHIP
    TAKING THE TRAIN? Explaining MBTA Commuter Rail Ridership INTRODUCTION RIDERSHIP BY STATION RESULTS The MBTA Commuter Rail provides service from suburbs in the Boston Metro Area to Boston area stations, with terminal Commuter Rail Variables stations at North Station and South Station. While using commuter rail may be faster, particularly at rush hour, than using a Distance to Boston, distance to rapid transit, price of commuter rail, commuter rail time, transit time, and drive time are all personal vehicle or other transit alternatives, people still choose not to use the Commuter Rail, as can be demonstrated by the highly correlated. This makes sense as they all essentially measure distance to Boston in dollars, minutes and miles. high volume of people driving at rush hour. For the commuter rail variables analysis, trains per weekday (standardized beta=.536, p=.000), drive time at 8AM This study seeks to understand the personal vehicle and public transit alternatives to the MBTA Commuter Rail at each stop (standardized beta=.385, p=.000), peak on time performance (standardized beta=-.206, p=.009) and the terminal station to understand what options people have when deciding to use the Commuter Rail over another mode and what characteristics (p=.001) were found to be significant. Interestingly, all variables calculated for the area a half mile from commuter rail sta- tions (population, jobs and median income) were not significant. of the alternatives may inspire people to choose them over Commuter Rail. Understanding what transit and driving alterna- tives are like at each Commuter Rail stop may offer insight into why people are choosing or not choosing Commuter Rail for Transit Variables their trips to Boston, and how to encourage ridership.
    [Show full text]
  • Downtown Crossing 19-21 School Street, Boston, MA 02108 Space for Lease
    Downtown Crossing 19-21 School Street, Boston, MA 02108 Space for Lease DESCRIPTION n 8,131 SF available for lease n Located across from Boston’s 24,000 SF Walgreens, within blocks of Millennium Tower, the Paramount Theater, Boston Opera House n Three-story (plus basement) building located and the Omni Parker House Hotel on School Street near the intersection of Washington Street on the Freedom Trail in Boston’s Downtown Crossing retail corridor n Area retailers: Roche Bobois, Loews Theatre, Macy’s, Staples, Eddie Bauer Outlet, Gap Outlet; The Merchant, Salvatore’s, Teatro, GEM, n Exceptional opportunity for new flagship location Papagayo, MAST’, Latitude 360, Pret A Manger restaurants; Boston Common Coffee Co. and Barry’s Bootcamp n Two blocks from three MBTA stations - Park Street, Downtown Crossing and State Street FOR MORE INFORMATION Jenny Hart, [email protected], 617.369.5910 Lindsey Sandell, [email protected], 617.369.5936 351 Newbury Street | Boston, MA 02115 | F 617.262.1806 www.dartco.com 19-21 School Street, Boston, MA Cambridge East Boston INTERSTATE 49593 North End 1 N Beacon Hill Charles River SITE Financial W E District Boston Common INTERSTATE S 49593 INTERSTATE 49590 Seaport District INTERSTATE Chinatown 49590 1 SITE DATA n Located in the Downtown Crossing Washington Street Shopping District n 35 million SF of office space within the Downtown Crossing District n Office population within 1/2 mile: 190,555 n 2 blocks from the Financial District with approximately 50 million SF of office space DEMOGRAPHICS Residential Average
    [Show full text]
  • Retail/Restaurant Opportunity Dudley Square
    RETAIL/RESTAURANT OPPORTUNITY 2262 WASHINGTON STREET DUDLEY ROXBURY, MASSACHUSETTS SQUARE CRITICALDates NEIGHBORHOODOverview MONDAY • DECEMBER 9, 2013 Distribution of Request for Proposals (RFP) • Located at the junction of Washington and Warren Streets with convenient access to Interstates 93 and 90 (Massachusetts Bid Counter • 26 Court Street, 10th floor Turnpike) Boston, MA • Dudley Square has a population of approximately 80,000 people and 28,000 households within a one mile radius • Retail demand and spending by neighborhood residents is upwards of $610 million annually TUESDAY • JANUARY 14, 2014 • Approximately $300 million in public/private dollars have been invested in the neighborhood since 2000 Proposer Conference • 2:00 P.M. Central Boston Elder Services Buliding • Dudley Square is within a mile of Boston’s Financial District, blocks away from the South End and is within walking distance to 2315 Washington Street Northeastern University, Roxbury Community College, Boston Medical Center and BU Medical School and in proximity to Mission Hill and WARREN STREET Roxbury, MA Jamaica Plain • Dudley Square Station is located adjacent to the site and provides local bus service that connects Dudley to the MBTA’s Ruggles Station MONDAY • FEBRUARY 10, 2014 Orange Line stop and Silver Line service to Downtown Boston. Dudley Square Station is the region’s busiest bus station and Completed RFP’s due by 2:00 P.M. averages 30,000 passengers daily SEAPORT BOULEVARD BACK BAY SUMMER STREET Bid Counter • 26 Court Street, 10th floor COMMONWEALTH
    [Show full text]
  • Tolling and Transponders in Massachusetts
    DRIVING INNOVATION: TOLLING AND TRANSPONDERS IN MASSACHUSETTS By Wendy Murphy and Scott Haller White Paper No. 150 July 2016 Pioneer Institute for Public Policy Research Pioneer’s Mission Pioneer Institute is an independent, non-partisan, privately funded research organization that seeks to improve the quality of life in Massachusetts through civic discourse and intellectually rigorous, data-driven public policy solutions based on free market principles, individual liberty and responsibility, and the ideal of effective, limited and accountable government. This paper is a publication of the Center for Better Government, which seeks limited, accountable government by promoting competitive delivery of public services, elimination of unnecessary regulation, and a focus on core government functions. Current initiatives promote reform of how the state builds, manages, repairs and finances its transportation assets as well as public employee benefit reform. The Center for School Reform seeks to increase the education options available to parents and students, drive system-wide reform, and ensure accountability in public education. The Center’s work builds on Pioneer’s legacy as a recognized leader in the charter public school movement, and as a champion of greater academic rigor in Massachusetts’ elementary and secondary schools. Current initiatives promote choice and competition, school-based man- agement, and enhanced academic performance in public schools. The Center for Economic Opportunity seeks to keep Massachusetts competitive by pro- moting a healthy business climate, transparent regulation, small business creation in urban areas and sound environmental and development policy. Current initiatives promote market reforms to increase the supply of affordable housing, reduce the cost of doing business, and revitalize urban areas.
    [Show full text]
  • Southbay Report.Qxd
    August 30, 2004 Mr. Mark Maloney Director of the Boston Redevelopment Authority City of Boston 9th Floor City Hall Plaza Boston, Massachusetts Dear Mr. Maloney- On behalf of the South Bay Planning Study Task Force, I am pleased to present to you the South Bay Planning Study - Phase One. Over the past seven months our group of seventeen devoted volunteers, including representatives from Chinatown and the Leather District, have worked to create a plan for this important new part of the City of Boston. The vision that has emerged from our efforts is exciting and broad-reaching, and at the same time identifies many issues that will require further study in the second phase of our work. Conclusions that we have reached include: The project should be expanded from a set of parcels totaling 10 acres to a District consisting of 20 acres, transforming it from a project to a neighborhood. The district, which currently consists of highway infrastructure that divides and separates it from the neighborhoods, should become a series of city blocks that knit together and connect many important assets of the City of Boston. The southern entrance into the City that is now dominated by transportation infrastructure should instead be revealed as a great gateway portal for the City from the South. We must collectively work towards providing housing for all income levels and towards providing employment and employment training to benefit the adjacent neighborhoods. We should create a terminus to the Rose Kennedy Greenway in the form of a signature park that will help to meet the recreational needs of the neighborhoods and connect the Greenway to Fort Point Channel.
    [Show full text]
  • Big Dig Benefit: a Quicker Downtown Trip Turnpike Authority Report Cites Business Gain
    Big Dig benefit: A quicker downtown trip Turnpike Authority report cites business gain By Mac Daniel February 15, 2006 The $14.6-billion Big Dig project has cut the average trip through the center of Boston from 19.5 minutes to 2.8 minutes and has increased by 800,000 the number of people in Eastern Massachusetts who can now get to Logan International Airport in 40 minutes or less, according to a report that is scheduled to be released today. The report is the first to analyze and link the drive- time benefits of the project to its economic impact since the Big Dig built its final onramp last month. The report relies on data obtained since milestones were completed in 2003, such as opening of the Ted Williams Tunnel to all traffic and opening of the northbound and southbound Interstate 93 tunnels. Officials at the Massachusetts Turnpike Authority, which manages the project, released the executive summary portion of the report to the Globe yesterday. The improved drive times are projected to result in savings of $167 million annually: $24 million in vehicle operating costs and $143 million in time. The report estimates that the Big Dig will generate $7 billion in private investment and will create tens of the thousands of jobs in the South Boston waterfront area and along the I-93 corridor. The report was authored by the Economic Development Research Group, Inc., a Boston-based consulting firm, at the behest of the Massachusetts Turnpike Authority, which paid about $100,000 for the research, much of which was gathered from agencies such as the Boston Redevelopment Authority and the Boston Metropolitan Planning Organization, officials said.
    [Show full text]
  • America's Tunnels / by Marcia Amidon Lusted
    Infrastructure of AMERICA’S Tunnels Marcia Amidon Lusted 2001 SW 31st Avenue Hallandale, FL 33009 www.mitchelllane.com Copyright © 2018 by Mitchell Lane Publishers. All rights reserved. No part of this book may be reproduced without written permission from the publisher. Printed and bound in the United States of America. Printing 1 2 3 4 5 6 7 8 Design: Sharon Beck Editor: Jim Whiting Library of Congress Cataloging-in-Publication Data Names: Lusted, Marcia Amidon, author. Title: Infrastructure of America's tunnels / by Marcia Amidon Lusted. Description: Hallandale, FL : Mitchell Lane Publishers, [2018] | Series: Engineering feats | Includes bibliographical references and index. | Audience: Ages 9-13. Identifiers: LCCN 2017052245 | ISBN 9781680201505 (library bound) Subjects: LCSH: Tunnels—United States—Juvenile literature. | Infrastructure (Economics)—United States—Juvenile literature. Classification: LCC TA804.U6 L87 2018 | DDC 624.1/930973—dc23 LC record available at https://lccn.loc.gov/2017052245 eBook ISBN: 9-781-6802-0151-2 PHOTO CREDITS: Cover, p. 1—Don Ramey Logan/cc by-sa 4.0; David Wilson/cc by-sa 2.0; Pedro Szekely/cc-by-sa 2.0; U.S. Navy/Public domain; US DoD Service/U.S. Federal Government/Public domain; Sahmeditor/Nicole Ezell/Public domain; Bernard Gagnon/GFDL/cc by-sa 3.0; Trevor Brown/EyeEm/Getty Images; (interior)—Hulinska_Yevheniia/Getty Images Plus. Cover, pp. 1, 6—Andrew Haliburton/Alamy Stock Photo; pp. 8-9—Michael Dwyer/Alamy Stock Photo; p. 10— Darren McCollester/Stringer/ Getty Images News, (inset)—Marcbela/Public domain; p. 11—AP Photo/Michael Dwyer, File/Associated Press; p. 12—AP Photo/ Mel Evans/Associated Press; p.
    [Show full text]
  • Federal Highway Administration Wasikg!N3gtq[S!;, D.C
    FEDERAL HIGHWAY ADMINISTRATION WASIKG!N3GTQ[S!;, D.C. 20590 REMARKS OF FEDERAL HIGHWAY ADMINISTRATOR F. C. TURNER FOR DELIVERY AT THE MID-YEAR CONFERENCE OF THE AMERICAN TRANSIT ASSOCIATION AT MILWAUKEE, WISCONSIN, MARCH 30, 1971 "LET US FORM AN ALLIANCE" The winds of change are sweeping the Nation more powerfully today than they have in many a decade. Change is everywhere. Values have changed. Priorities have changed. Our concerns have changed. I think it is safe to say that, consciously or subconsciously, most of us have changed to some degree in the past few years. This is natural, for change is inevitable. While the effects of change often are temporarily painful and sometimes difficult to adjust to -- change in itself is desirable. It prevents stagnation and atrophy it generates new ideas, new philosophies. As with other aspects of our national life, the highway program, -more - too, has changed. We are doing things differently -- and better -- than we used to do. We have new goals, and new philosophies as to the best way of attaining them. One of these new philosophies is the emphasis we are placing now on moving people over urban freeways, rather than merely vehicle We feel it is essential that the greatest productivity be realized from our investment in urban freeways. It is from this standpoint that I come here today to urge, as it were, a "grand alliance" between those of you who provide and operate the Nation's transit facilities and those of us who are concerned with development of the Nation's highway plant.
    [Show full text]