2021 LIMITED ACCESS STATE NUMBERED HIGHWAYS As of December 31, 2020
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T and Analysis of Walkability in Hong Kong
Measurement and Analysis of Walkability in Hong Kong By: Michael Audi, Kathryn Byorkman, Alison Couture, Suzanne Najem ZRH006 Measurement and Analysis of Walkability in Hong Kong An Interactive Qualifying Project Report Submitted to the faculty of the Worcester Polytechnic Institute In partial fulfillment of the requirements for Degree of Bachelor of Science In cooperation with Designing Kong Hong, Ltd. and The Harbour Business Forum On March 4, 2010 Submitted by: Submitted to: Michael Audi Paul Zimmerman Kathryn Byorkman Margaret Brooke Alison Couture Dr. Sujata Govada Suzanne Najem Roger Nissim Professor Robert Kinicki Professor Zhikun Hou ii | P a g e Abstract Though Hong Kong’s Victoria Harbour is world-renowned, the harbor front districts are far from walkable. The WPI team surveyed 16 waterfront districts, four in-depth, assessing their walkability using a tool created by the research team and conducted preference surveys to understand the perceptions of Hong Kong pedestrians. Because pedestrians value the shortest, safest, least-crowded, and easiest to navigate routes, this study found that confusing routes, unsafe or indirect connections, and a lack of amenities detract from the walkability in Hong Kong. This report provides new data concerning the walkability in harbor front districts and a tool to measure it, along with recommendations for potential improvements. iii | P a g e Acknowledgements Our team would like to thank the many people that helped us over the course of this project. First, we would like to thank our sponsors Paul Zimmerman, Dr. Sujata Govada, Margaret Brooke, and Roger Nissim for their help and dedication throughout our project and for providing all of the resources and contacts that we required. -
Sustaining the KCMO Boulevard and Parkway System
KCMO Boulevard and Parkway System The “Three Legs” Sustaining the KCMO Boulevard and Parkway System KCMO Boulevard and Parkway System History Geometry Land Use Questions What was the purpose of the parks and boulevard system in Kansas City, Missouri? History What are the defining characteristics of a boulevard and a parkway? Geometry What makes them different from an ordinary street or each other? Land Use Perspective History, geometry, and land use are the three things that set our Boulevards & Parkways apart from being “any other street”. The changes requested to the zoning code are a necessary and vital part to the preservation of Kansas City’s Neighborhoods and the Boulevard & Parkway system! History The answers can be found in: a) the 1893 Report of the Board of Park Commissioners; “The Kansas City Park System and Its Effect on the City Plan” by George E. Kessler; b) various Annual Reports to the Board of Commissioners; c) the 1920 booklet “Souvenir” The Park and Boulevard System of Kansas City, Missouri; d) the historic surveys that were completed in 1989 and 1991 and e) the Boulevard and Parkway Standards adopted by Board of Park Commissioners August 28, 2010 History In 1917 Kessler stated: “The boulevards and parkways of Kansas City have accomplished the real purpose outlined by Mr. Meyer in the first report 1893, namely, the tying together all sections and the uniting of Kansas City as a whole into a community whose purposes and actions are for the benefit of the city as a whole at all times.” History Purpose of the Historic Parks, Boulevard & Parkway System Make communication between the different sections of the city, commercial, residential and to some extent industrial direct and distinctive. -
The Power of Small State of Main Is Published As a Membership Benefi T of Main Street America, a Program of the National Main Street Center
A PUBLICATION OF MAIN STREET AMERICA WINTER 2018 The Power of Small State of Main is published as a membership benefi t of Main Street America, a program of the National Main Street Center. For information on how to join Main Street America, please visit mainstreet.org/main-street/join/. National Main Street Center, Inc. Patrice Frey President and CEO Board of Directors: Editorial Staff: Social Media: Ed McMahon, Chair Rachel Bowdon TWITTER: @NatlMainStreet Darryl Young, Vice Chair Editor in Chief Senior Manager of Content David J. Brown Development FACEBOOK: Kevin Daniels @NationalMainStreetCenter Emily Wallrath Schmidt Samuel B. Dixon Editor Joe Grills Associate Manager of INSTAGRAM: @NatlMainStreet Irvin M. Henderson Communications Laura Krizov Hannah White Contact: Mary Thompson Editor Tel.: 312.610.5611 Director of Outreach and Engagement Email: [email protected] Design: Website: mainstreet.org The Nimble Bee Main Street America has been helping revitalize older and historic commercial districts for more than 35 years. Today it is a network of more than 1,600 neighborhoods and communi- ties, rural and urban, who share both a commitment to place and to building stronger communities through preservation-based economic development. Main Street Ameri- ca is a program of the nonprofi t National Main Street Center, a subsidiary of the National Trust for Historic Preservation. © 2018 National Main Street Center, All Rights Reserved WINTER Table of contents 2018 3 President’s Note By Patrice Frey 5 Editor’s Note By Rachel Bowdon -
An Intelligent Transportation Systems (Its) Plan for Canada: En Route to Intelligent Mobility
Transport Transports TP 13501 E Canada Canada AN INTELLIGENT TRANSPORTATION SYSTEMS (ITS) PLAN FOR CANADA: EN ROUTE TO INTELLIGENT MOBILITY November 1999 TABLE OF CONTENTS EXECUTIVE SUMMARY ..............................................................................................1 1. INTRODUCTION.......................................................................................................5 2. ADDRESSING TRANSPORTATION CHALLENGES.............................................5 3. WHAT ARE INTELLIGENT TRANSPORTATION SYSTEMS?..............................7 4. BENEFITS OF ITS....................................................................................................9 5. AN ITS PLAN FOR CANADA - VISION AND SCOPE ..........................................12 6. MISSION: EN ROUTE TO INTELLIGENT MOBILITY .........................................14 7. OBJECTIVES .........................................................................................................14 8. PILLARS OF THE ITS PLAN.................................................................................17 9. MILESTONES.........................................................................................................27 10. CONCLUSION ......................................................................................................30 APPENDIX A ........................................................................................................... i An ITS Plan for Canada: En Route to Intelligent Mobility An ITS Plan for Canada: En Route to Intelligent -
Heroes Tunnel Project Route 15 Wilbur Cross Parkway State Project No
HEROES TUNNEL PROJECT ROUTE 15 WILBUR CROSS PARKWAY STATE PROJECT NO. 167-108 PURPOSE AND NEED STATEMENT (Revised 7/3/18) PROJECT CONTEXT The Heroes Tunnel is located along the Wilbur Cross Parkway (Route 15) in the Town of Woodbridge and the City of New Haven, near the Town of Hamden border. The Heroes Tunnel is a 1,200-foot long tunnel, which passes through West Rock Ridge in New Haven and Woodbridge. The existing tunnel was constructed between spring 1948 and fall 1949 and consists of two 28-foot wide by 19-foot high barrels with horseshoe cross-sections. The northbound and southbound barrels of the tunnel consist of two 11-foot wide travel lanes with 6-inch shoulders and a 2-foot 6-inch wide raised maintenance walk on each side. The centerlines of the barrels are approximately 63 feet apart. It is the only tunnel to pass beneath a natural land feature in the State of Connecticut and is eligible for listing on both the National and State Registers of Historic Places. The Heroes Tunnel Project limits encompass the 1,200-foot tunnel and extend approximately 2,000 feet from the tunnel portals, in both the northbound and southbound directions, as illustrated in Figure 1 attached. EXISTING TRANSPORTATION NETWORK The Wilbur Cross Parkway is a limited access highway, classified as an urban principal arterial – other expressway, comprising a portion of Route 15 between Milford and Meriden where commercial vehicles, trailers, towed vehicles and buses are prohibited. As a continuation of the Merritt Parkway in Fairfield County, Route 15 is an important route between the New York City metropolitan area and central Connecticut. -
Roundabout Planning, Design, and Operations Manual
Roundabout Planning, Design, and Operations Manual December 2015 Alabama Department of Transportation ROUNDABOUT PLANNING, DESIGN, AND OPERATIONS MANUAL December 2015 Prepared by: The University Transportation Center for of Alabama Steven L. Jones, Ph.D. Abdulai Abdul Majeed Steering Committee Tim Barnett, P.E., ALDOT Office of Safety Operations Stuart Manson, P.E., ALDOT Office of Safety Operations Sonya Baker, ALDOT Office of Safety Operations Stacey Glass, P.E., ALDOT Maintenance Stan Biddick, ALDOT Design Bryan Fair, ALDOT Planning Steve Walker, P.E., ALDOT R.O.W. Vince Calametti, P.E., ALDOT 9th Division James Brown, P.E., ALDOT 2nd Division James Foster, P.E., Mobile County Clint Andrews, Federal Highway Administration Blair Perry, P.E., Gresham Smith & Partners Howard McCulloch, P.E., NE Roundabouts DISCLAIMER This manual provides guidelines and recommended practices for planning and designing roundabouts in the State of Alabama. This manual cannot address or anticipate all possible field conditions that will affect a roundabout design. It remains the ultimate responsibility of the design engineer to ensure that a design is appropriate for prevailing traffic and field conditions. TABLE OF CONTENTS 1. Introduction 1.1. Purpose ...................................................................................................... 1-5 1.2. Scope and Organization ............................................................................... 1-7 1.3. Limitations ................................................................................................... -
Preferential and Managed Lane Signs and General Information Signs
2009 Edition Page 253 CHAPTER 2G. PREFERENTIAL AND MANAGED LANE SIGNS Section 2G.01 Scope Support: 01 Preferential lanes are lanes designated for special traffic uses such as high-occupancy vehicles (HOVs), light rail, buses, taxis, or bicycles. Preferential lane treatments might be as simple as restricting a turning lane to a certain class of vehicles during peak periods, or as sophisticated as providing a separate roadway system within a highway corridor for certain vehicles. 02 Preferential lanes might be barrier-separated (on a separate alignment or physically separated from the other travel lanes by a barrier or median), buffer-separated (separated from the adjacent general-purpose lanes only by a narrow buffer area created with longitudinal pavement markings), or contiguous (separated from the adjacent general-purpose lanes only by a lane line). Preferential lanes might allow continuous access with the adjacent general-purpose lanes or restrict access only to designated locations. Preferential lanes might be operated in a constant direction or operated as reversible lanes. Some reversible preferential lanes on a divided highway might be operated counter-flow to the direction of traffic on the immediately adjacent general-purpose lanes. 03 Preferential lanes might be operated on a 24-hour basis, for extended periods of the day, during peak travel periods only, during special events, or during other activities. 04 Open-road tolling lanes and toll plaza lanes that segregate traffic based on payment method are not considered preferential lanes. Chapter 2F contains information regarding signing of open-road tolling lanes and toll plaza lanes. 05 Managed lanes typically restrict access with the adjacent general-purpose lanes to designated locations only. -
3 PROJECT DESCRIPTION 3.1 Scope of the Project 3.2 South Apron
3 PROJECT DESCRIPTION 3.1 Scope of the Project 3.1.1.1 Further to the recommendations of the Option Assessment and subsequent alignment developments detailed in Section 2 of this report, the preferred Trunk Road T2 is shown in Figure 3.1 and will comprise: • a dual two-lane trunk road of approximately 3.0km long with about 2.7km of the trunk road in form of tunnel; • ventilation and administration buildings and a traffic control and surveillance system; and • associated civil, electrical, mechanical, landscaping and environmental protection and mitigation works. 3.1.1.2 The works for the Trunk Road T2 project are grouped under the following major geographical headings: a) The South Apron Section – all works for the Trunk Road T2 Project located at the South Apron of the former Kai Tak Airport, including a ventilation building, a section of at-grade road, a section of depressed road, a section of cut and cover tunnel, a vertical launching shaft for the tunnel boring machines (TBM), a section of twin TBM tunnel and ancillary works. b) The Subsea Tunnel Section – all works for the Trunk Road T2 project in the sea between the South Apron and Cha Kwo Ling, including twin subsea TBM tunnels. c) The Cha Kwo Ling Section – all works for the Trunk Road T2 project located at the former Cha Kwo Ling Public Cargo Works Area (PCWA), including a section of cut and cover tunnel, a vertical receiving shaft for the TBMs, a section of twin TBM tunnels, a ventilation building and an administration building located inside the Lam Tin Interchange. -
American Title a Sociation ~ ~
OFFICIAL PUBLICATION AMERICAN TITLE A SOCIATION ~ ~ VOUJME XXXVI JUNE, 1957 NUMBER 6 TITLE NEWS Official Publication of THE AMERICAN TITLE ASSOCIATION 3608 Guardian Building-Detroit 26, Michigan Volume XXXVI June, 1957 Number 6 Table of Contents Introduction-The Federal Highway Program ......... ... ................ .. .................... 2 J. E. Sheridan Highway Laws Relating to Controlled Access Roads ..... .. ....... ........... 6 Norman A. Erbe Title Companies and the Expanded Right of Way Problems ...... ............. .. 39 , Daniel W. Rosencrans Arthur A. Anderson Samuel J. Some William A . Thuma INTRODUCTION The Federal Highway Program J. E. SHERIDAN We are extremely grateful to Nor veloped its planning sufficiently to man A. Erbe, Attorney General of the show to the satisfaction of the dis State of Iowa, for permission to re trict engineer the effect of the pro print his splendid brief embracing posed construction upon adjace.nt the highway laws of various states property, the treatment of access con relating to the control in access roads. trol in the area of Federal acquisi Mr. Erbe originally presented this m tion, and that appropriate arrange narrative form before the convention ments have been made for mainte of the Iowa Title Association in May nance and supervision over the land of this year. As is readily ascertain to be acquired and held in the name able, this is the result of a compre of the United States pending transfer hensive study of various laws touch· of title and jurisdiction to the State ing on the incidents of highway regu or the proper subdivision thereof." lations. Additionally, we are privi It is suggested that our members leged to carry the panel discussion bring this quoted portion to the at of the American Right of Way Asso tention of officers of the Highway ciation Convention held in Chicago, Department and the office of its legal May 16 and 17, dealing with "Title division, plus the Office of the Attor Companies and the Expanded Right ney General within the members' ju of Way Problems". -
Truly Spectacular!
Directions to Western Park Entrance Directions to Eastern Park Entrance Hiking Paths Observation Decks Sussex WESTERN PARK ENTRANCE Sussex Corner Fundy Trail All trail distances are one-way unless indicated with an * Accessible off trails within the parkway - may require a Parkway Easy Moderate Strenuous short hike Waterford St. Martins Hearst Lodge A Multi-Use Trail 10 km 1 Flowerpot Rock – 1 9 Sluiceway Observation Deck Alma Harbour 39 km Opening B Sea Captains’ Burial Ground Footpath 0.34 km 2 Flowerpot Rock – 2 10 Suspension Footbridge Sea Caves 2021 7 km H C Flowerpot Rock Scenic Footpath 1.5 km 3 Flowerpot Rock – 3 Observation Deck P9 I D 11 Interpretive Centre Bradshaw Scenic Footpath 0.6 km 4 Fuller Falls EASTERN PARK ENTRANCE Observation Deck E Pioneer Trail Loop * 0.48 km Observation Deck Fundy Trail Parkway 12 Tufts’ Plateau F Big Salmon River Loop * 1.2 km 5 Lighthouse Map Legend Lookouts Beaches G Suspension Footbridge Trail 0.39 km 13 Long Beach Observation Deck Easily accessed by driving James Catt Observation Deck 0 Beach 1 Melvin Beach L H 14 McCumber Brook 4 the parkway Monument 7 10 Hearst Lodge Scenic Footpath 2.7 km 6 Isle Haute EASTERN PARK Electric Vehicle Charge Station 2 Pangburn Beach I Cranberry Brook Loop * 4.8 km Observation Deck 1 1 Fox Rock Lookout Mitchell Franklin Bridge Observation Deck ENTRANCE S F Fundy Trail Parkway - 30 km 3 Big Salmon River Beach Suspension 6 J Big Salmon to Long Beach Footpath 4.4 km 15 McCumber Brook 2 Fownes Head Lookout 7 Waterfowl ROUTE TO (cars, buses, motorcycles) 4 Long Beach -
Petition For/Request to Initiate Vacation of Public Highway, Street, Alley Or Easement Requirements and Process Overview
Petition for/request to initiate vacation of public highway, street, alley or easement Requirements and process overview The City of St. Louis Park will vacate public highways, streets, alleys or easements if it is found that the city has no current or future need for these lands. Proceedings to vacate such land may be commenced by petition of a majority of the owners of property fronting upon the portion of the public highway, street, alley or easement to be vacated, by action of the St. Louis Park City Council or by recommendation of the St. Louis Park Planning Commission. In order to constitute a petition for vacation, a majority of abutting property owners of the portion of public highway or street to be vacated must appear on the petition form. If the request is for vacation of a public alley or easement, it must be signed by the majority of owners of property adjacent to the alley or easement in the block where the alley or easement is situated, whether or not the petition requests vacation of the entire alley or easement. The petition shall be filed with the city clerk. If the application represents a request to the planning commission to recommend and to the city council to initiate vacation, that must be specifically stated. The applicant is encouraged to discuss the proposal with community development staff prior to completion of final plans and filing of a petition/request. Submittal checklist ☐ Petition/request ☐ Filing fee (see application for fee schedule) ☐ A complete and accurate legal property description must be submitted if the property to be vacated is an easement. -
Articulating the Power of the Main Street and Special Assessment District Collaboration
Articulating the Power of the Main Street and Special Assessment District Collaboration Sydney Prusak University of Wisconsin–Madison Department of Urban and Regional Planning & University of Wisconsin–Extension Local Government Center Spring 2017 2 Acknowledgments This work would be not possible without the support and guidance from Dr. Chuck Law, UW- Extension’s Local Government Center Director. Additional acknowledgments go to my resourceful advisor Professor Brian Ohm and supportive committee member Dr. Yunji Kim. Executive Summary Business Improvement Districts (BIDs) are an increasingly popular economic development and revitalization tool for downtown communities. This special assessment creates a unique public private partnership to support municipal improvements ranging from streetscape beautification to annual community events and festivals. This report examines the relationship of these districts with the Main Street America, in terms of funding and leadership dynamics. While the relationship between the two entities can often be contentious, this report determines the characteristics that are needed for both downtown groups to thrive. Through series of interviews with BID managers and key economic development leaders in Wisconsin, solutions and key findings for a successful downtown relationship are realized. These include organizational formation, one Board of Directors to govern both groups, continued stakeholder involvement and communication, and a dedicated envisioning process. With these practices in place, BIDs are a reliable funding source for Main Street Programs. This revitalization partnership gives property owners a direct stake in economic development planning and programming for their community. This report is meant to serve as an informational document for Main Street communities looking to create a BID as well as for BIDs interested in the Main Street Program.