DOCSLIB.ORG

FEASIBILITY STUDY UPDATE State Highway 82 – Maroon Creek Roundabout to Main Street Reversible Lane Aspen, Colorado

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
FEASIBILITY STUDY UPDATE State Highway 82 – Maroon Creek Roundabout to Main Street Reversible Lane Aspen, Colorado FEASIBILITY STUDY UPDATE State Highway 82 – Maroon Creek Roundabout to Main Street Reversible Lane Aspen, Colorado Prepared for: The City of Aspen Pitkin County Aspen, Colorado Prepared by: Schmueser Gordon Meyer 118 West 6th, Suite 200 Glenwood Springs, Colorado 81601 Original: January 2008 Update: May 2008 SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update FEASIBILITY STUDY UPDATE STATE HIGHWAY 82 – MAROON CREEK ROUNDABOUT TO MAIN STREET REVERSIBLE LANE Aspen, Colorado CONTENTS EXECUTIVE SUMMARY 1 1.0 INTRODUCTION 3 1.1 Project History and Need 3 1.2 Purpose and Scope of Feasibility Study 3 2.0 EXISTING CONDITIONS 6 2.1 Project Corridor Existing Conditions 6 2.2 Castle Creek Bridge Existing Conditions 7 3.0 REVERSE-FLOW ROADWAY CHARACTERISTICS 8 3.1 Reverse-Flow Fundamentals 8 3.2 Reverse-Flow Traffic Control Devices 8 3.3 Reversible Lane Feasibility Conditions 10 3.4 Reversible Lane Evaluation 12 4.0 EXISTING CASTLE CREEK BRIDGE 14 4.1 Site Constraints 14 4.2 Site Opportunities 15 4.3 Utilities, Easements and ROW 15 5.0 BRIDGE MODIFICATIONS AND LIMITATIONS 17 5.1 Caveats to Design Recommendations 17 5.1.1 HS25 Design Live Loading 17 5.1.2 Designing for a New Hydraulic Event 17 5.1.3 Evaluation of Environmental Impacts 18 5.2 Increased Length at Pier Cap to Expand Roadway Width 18 5.3 Bearing Issues at Footings and Abutments 18 5.4 Constructability Review 19 5.5 Summary of Possible Bridge Expansion 20 REFERNCES APPENDIX i SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update LIST OF FIGURES AND EXHIBITS Figure P1. Reversible Lane Alternative – Cemetery Lane Updated Figure P2. Reversible Lane Alternative – 7th St & Hallam St Updated Figure P3. Reversible Lane Alternative – 7th Street & Main St Updated Figure S1. Existing Bridge Sections Figure S2. Proposed Bridge Sections – North Expansion Figure S3. Proposed Bridge Sections – Symmetric Expansion Exhibit A. Preliminary Opinion of Probable Construction Costs ii SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update FEASIBILITY STUDY UPDATE STATE HIGHWAY 82 – MAROON CREEK ROUNDABOUT TO MAIN STREET REVERSIBLE LANE Aspen, Colorado EXECUTIVE SUMMARY Update May 2008: This update to the Feasibility Study (dated January 2008) stems from comments made by members of City Council in the February 19, 2008 work session. Initially, this study assumed that the Castle Creek Bridge widening would occur symmetrically about the existing bridge centerline, in order to minimize Right-of-Way impacts on adjacent properties. Council’s primary direction was to remove the ROW constraint from the study to reduce construction delays and duration. This concept allows the bridge expansion to occur solely on the north side of the existing structure, while maintaining two-way traffic on the current alignment during the majority of a relatively shortened construction period. The savings in the construction timeframes could potentially be offset in additional time necessary for right-of-way acquisitions necessary for this option. A reversible lane along State Highway 82 from the Maroon Creek roundabout to the intersection of Seventh and Main in Aspen would be the first of its kind in Colorado. Although some contra-flow lanes exist along the Front Range, this would be the first location in Colorado having a reverse-flow lane on a low-speed arterial facility. Reversible lanes have been in operation for years in many areas of the country, typically in suburban and urban environments where there is a substantial peak directional commuter pattern. This feasibility analysis describes the basic fundamentals of reversible lane operations, key components of the reversible lane system, the required structural modifications to the Castle Creek Bridge and a preliminary cost estimate for the bridge widening and traffic signal equipment and associated line items necessary to operate a reversible lane from the Maroon Creek Roundabout to Seventh and Main. The concept of a reversible lane has been identified in the Entrance to Aspen Final Environmental Impact Statement supporting documentation but its alignment did not meet all of the selection criteria and it was deemed a rejected alternate. This alternative gained revived interest when the City of Aspen created the “S-Curves” Task Force in 2003 to investigate interim solutions until the Entrance to Aspen was fully funded. While this Task Force also deemed this possible solution as an unobtainable interim goal, interest continued in this possible solution. This study reviewed the SH 82 corridor for the traffic operational feasibility of reversible lanes. Of the eight corridor conditions that should be present when considering a reverse- flow system, the project on the SH 82 corridor generally meets five of the eight conditions. This would imply that that area has merit for consideration; however it does not imply that it is ideal for this traffic solution because of the significance of the conditions not met. - 1 – SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update A critical component to this application is the expansion of the existing Castle Creek Bridge to allow a third travel lane across it. If CDOT will allow an expansion of this bridge using the original design parameters (traffic loading, hydraulic events, etc) then it would be possible to widen the existing pier to support additional road deck section. If CDOT requires the planned structural modifications to include current bridge design standards, we believe that it would be more feasible to completely remove and replace the existing Castle Creek Bridge. Because this feasibility report would require in depth interaction with CDOT and possible additional work associated with the Reevaluation of the Entrance to Aspen, an exact determination from CDOT on bridge modifications can not be determined without further advancement of this feasibility study. - 2 – SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update FEASIBILITY STUDY UPDATE STATE HIGHWAY 82 – MAROON CREEK TO MAIN STREET REVERSIBLE LANE Aspen, Colorado 1.0 INTRODUCTION 1.1 Project Description and Need A reversible lane along State Highway 82 from the Maroon Creek roundabout to the intersection of Seventh and Main in Aspen would be the first of its kind in Colorado. Although some contra-flow lanes exist in the Denver metro area, this would be the first location in Colorado having a reverse-flow lane on a low-speed arterial facility. Reversible lanes have been in operation for years in many areas of the country, typically in suburban and urban environments where there is a substantial peak directional commuter pattern. This feasibility analysis describes the basic fundamentals of reversible lane operations, key components of the reversible lane system, the required structural modifications to the Castle Creek Bridge and a preliminary cost estimate for the bridge widening and traffic signal equipment and associated line items necessary to operate a reversible lane from the roundabout to Main and Seventh. In 2007 CDOT conducted a Reevaluation of the Entrance to Aspen Final Environmental Impact Statement and Record of Decision initially approved in 1997. The findings for this Reevaluation deemed that the original conclusions were still applicable today, and the preferred alignment remains the primary choice. This feasibility study is being done independent of the Reevaluation and could contain components that do not fully meet the assessment criteria in selecting the preferred alignment. Coordination has been conducted with CDOT staff on an informational basis only for this study and further advancement of this feasibility report would require in depth interaction with CDOT and possible additional work associated with the Reevaluation. This study does not attempt to address any of the discussion in the Reevaluation or previous Entrance to Aspen documents. 1.2 Purpose and Scope of Feasibility Study The City of Aspen Transportation Department has asked Schmueser Gordon Meyer (SGM) to conduct a feasibility study to assess the implementation of a reversible center lane on State Highway 82 through the “S Curve Area” and an expansion of the bridge over Castle Creek (Castle Creek Bridge). The technical analysis of a bridge expansion feasibility study is being done in conjunction with a feasibility study to assess the potential for the addition of the reversible center lane and associated roadway expansions and improvements in the corridor. - 3 – SH 82 – Maroon Creek Roundabout to Main Street Reversible Lane Feasibility Study Update The concept of a reversible lane had been identified in the Entrance to Aspen Final Environmental Impact Statement supporting documentation but its alignment did not meet all of the selection criteria and it was subsequently rejected as a potential alternative. This alternative gained revived interest when the City of Aspen created the “S- Curves” Task Force in 2003 to investigate interim solutions until the Entrance to Aspen was fully funded. While this Task Force also deemed this possible solution as an unobtainable interim goal, interest continued in this possible solution. Listed below are the outcomes listed from the task force pertaining to potential three lane configurations. Three-Lane, Reversible Lane Alternative Opportunities • Improved peak hour capacity during peak hours. • Maximizes the utilization of existing pavement with minimal bridge deck expansion. • Minimal curve softening will not require relocation of structures. • Potential additional landscaping replacement. Constraints • Structural modifications to the existing bridge will be required. • Operation may be confusing for visitors and others new to the operation. • Will require restricting Cemetery Lane to right-in/right-out movements during times the reversible lane is in use. If full movements are maintained at Cemetery lane during peak periods, movable barriers or delineators would have to be manually employed on a daily basis. • Traffic movements crossing the reversible lane at the Seventh/Main Street intersection would need to be prohibited during reversible lane operations.
Load more

Recommended publications
  • 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
    [Show full text]
  • 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.
    [Show full text]
  • Oklahoma Main Street
    Oklahoma Main Street Program Guide and Handbook Restore, Restructure, Revitalize, Results OMSC Program Guide and Handbook 1 Welcome Welcome to the Oklahoma Main Street network! You are now part of a group of dedicated and knowledgeable Main Street directors, volunteers and board members statewide, who have also decided to take on the challenge of working to revitalize their communities’ commercial historic districts. The Main Street Approach is part of a national movement whose primary focus is creating a positive economic impact. The Oklahoma Main Street Program, established in 1985, is overseen by the Oklahoma Department of Commerce. Main Street work can be both rewarding and challenging. Keeping that in mind, we have designed this resource guide to provide you with an introduction to your new responsibilities – whether as board member, volunteer or paid director. I, along with the Buffy Hughes rest of the Oklahoma Main Street Center staff, am dedicated State Main Street Director to helping your program grow while you help your downtown become a positive catalyst for change. I encourage you to take this opportunity to learn as much as you can about your downtown and the Main Street Approach. Again, welcome! We look forward to assisting you with the revitalization of your downtown. Sincerely, 2 Contents NATIONAL MAIN STREET PROGRAM History of the Main Street Program.....................................4 The Four Point Approach......................................................6 Eight Guiding Principles.......................................................8
    [Show full text]
  • MN MUTCD Chapter 2H
    Chapter 2B. REGULATORY SIGNS TABLE OF CONTENTS Chapter 2B. REGULATORY SIGNS 2B.1 Application of Regulatory Signs ..........................................................................................2B-1 2B.2 Design of Regulatory Signs ..................................................................................................2B-1 2B.3 Size of Regulatory Signs ......................................................................................................2B-1 2B.4 Right-of-Way at Intersections ...............................................................................................2B-7 2B.5 STOP Sign (R1-1) and ALL WAY Plaque (R1-3P) ...............................................................2B-8 2B.6 STOP Sign Applications .......................................................................................................2B-9 2B.7 Multi-Way Stop Applications ...............................................................................................2B-9 2B.8 YIELD Sign (R1-2) ..............................................................................................................2B-10 2B.9 YIELD Sign Applications .....................................................................................................2B-10 2B.10 STOP Sign or YIELD Sign Placement .................................................................................2B-10 2B.11 Stop Here For Pedestrians Signs (R1-5 Series) ....................................................................2B-11 2B.12 In-Street and Overhead Pedestrian
    [Show full text]
  • Draft Alternatives Development and Screening Report
    APPENDIX C Draft Evaluation of Managed-lane Concepts Draft Evaluation of Managed-lane Concepts Little Cottonwood Canyon Environmental Impact Statement S.R. 210 - Wasatch Boulevard to Alta Lead agency: Utah Department of Transportation April 3, 2020 This page is intentionally left blank. Contents 1.0 Introduction ....................................................................................................................................................... 1 1.1 Study Area for Managed Lanes .............................................................................................................. 1 1.2 Traffic Operations ................................................................................................................................... 3 1.3 Roadway Context .................................................................................................................................... 3 2.0 Reversible-lane Concepts ................................................................................................................................. 4 2.1.1 Moveable Barrier ....................................................................................................................... 4 2.1.2 Reversible-lane Control Signals and Signs ............................................................................. 11 2.1.3 Other Reversible-lane Technologies ....................................................................................... 15 3.0 Peak-period Shoulder Lane Concept .............................................................................................................
    [Show full text]
  • A Guide for HOT Lane Development FHWA
    U.S. Department of Transportation Federal Highway Administration A Guide for HOT LANE DEVELOPMENT A Guide for HOT LANE DEVELOPMENT BY WITH IN PARTNERSHIP WITH U.S. Department of Transportation Federal Highway Administration PRINCIPAL AUTHORS Benjamin G. Perez, AICP PB CONSULT Gian-Claudia Sciara, AICP PARSONS BRINCKERHOFF WITH CONTRIBUTIONS FROM T. Brent Baker Stephanie MacLachlin PB CONSULT PB CONSULT Kiran Bhatt Carol C. Martsolf KT ANALYTICS PARSONS BRINCKERHOFF James S. Bourgart Hameed Merchant PARSONS BRINCKERHOFF HOUSTON METRO James R. Brown John Muscatell PARSONS BRINCKERHOFF COLORADO DEPARTMENT OF TRANSPORTATION Ginger Daniels John O’Laughlin TEXAS TRANSPORTATION INSTITUTE PARSONS BRINCKERHOFF Heather Dugan Bruce Podwal COLORADO DEPARTMENT OF TRANSPORTATION PARSONS BRINCKERHOFF Charles Fuhs Robert Poole PARSONS BRINCKERHOFF REASON PUBLIC POLICY INSTITUTE Ira J. Hirschman David Pope PB CONSULT PARSONS BRINCKERHOFF David Kaplan Al Schaufler SAN DIEGO ASSOCIATION OF GOVERNMENTS PARSONS BRINCKERHOFF Hal Kassoff Peter Samuel PARSONS BRINCKERHOFF TOLL ROADS NEWSLETTER Kim Kawada William Stockton SAN DIEGO ASSOCIATION OF GOVERNMENTS TEXAS TRANSPORTATION INSTITUTE Tim Kelly Myron Swisher HOUSTON METRO COLORADO DEPARTMENT OF TRANSPORTATION Stephen Lockwood Sally Wegmann PB CONSULT TEXAS DEPARTMENT OF TRANSPORTATION Chapter 1 Hot Lane Concept And Rationale........................................................................2 1.1 HOT lanes Defined .................................................................................................2
    [Show full text]
  • Rose Cottage, Main Street, Melbourne, YO42
    Rose Cottage, Main Street, Melbourne, YO42 4QJ • BEAUTIFULLY PRESENTED COTTAGE DATING BACK TO LATE 1700's • LIVING ROOM • DINING ROOM • GARDEN ROOM WITH Location EXPOSED WELL • DINING KITCHEN, UTILITY AND DOWNSTAIRS WC • FOUR DOUBLE BEDROOMS AND ONE LARGE SINGLE • MASTER WITH ENSUITE BATHROOM & FAMILY BATHROOM WITH SEPARATE SHOWER • OIL CENTRAL HEATING AND uPVC Melbourne has a thriving community spirit and holds DOUBLE GLAZING • DOUBLE GARAGE PLUS DOUBLE CAR PORT WITH PLENTY OF ADDITIONAL PARKING • MAGICAL GARDEN many activities within the village hall and chapel. It is WITH POND AND SEATING AREAS • EPC RATING = D • situated approx. 5 miles south west of Pocklington and approx. 9 miles south east of York. Within the village are an infant & primary school, local village shop and public Asking Price £485,000 house. There is also an outreach Post Office that visits. Recreational facilities ae located on the edge of the This delightful yet spacious cottage dating back to the late 1700’s is full of surprises. Having been upgraded to a high village. Pocklington Canal has SSSI status. The canal standard by the current owners, the size of the accommodation is not what you would expect in a cottage of this age. basin provides boat trips and is a lovely area for families The hidden gem of this property is the garden to the rear that is full of the ‘wow’ factor. to walk and enjoy the countryside. Melbourne is ideally To the front is the entrance hall, with boot room, and then leads into the good sized living room with log burner and placed to enjoy village life, yet be within easy reach of feature brick wall.
    [Show full text]
  • Extending Main Street's Reach: an Evaluation of Pennsylvania's Elm Street Program
    University of Pennsylvania ScholarlyCommons Theses (Historic Preservation) Graduate Program in Historic Preservation 2021 Extending Main Street's Reach: An Evaluation of Pennsylvania's Elm Street Program Hanna Stark Follow this and additional works at: https://repository.upenn.edu/hp_theses Part of the Historic Preservation and Conservation Commons Stark, Hanna, "Extending Main Street's Reach: An Evaluation of Pennsylvania's Elm Street Program" (2021). Theses (Historic Preservation). 721. https://repository.upenn.edu/hp_theses/721 This paper is posted at ScholarlyCommons. https://repository.upenn.edu/hp_theses/721 For more information, please contact [email protected]. Extending Main Street's Reach: An Evaluation of Pennsylvania's Elm Street Program Abstract Many residential neighborhoods of Pennsylvania's older cities and towns have seen disinvestment and outmigration, which prompted Representative Robert Freeman to develop the Elm Street program. This program recognizes the interdependence of healthy residential neighborhoods and robust downtown commercial districts and shares the Main Street Four-Points Approach's principle of comprehensive, community-based strategies for revitalization. Presently, there is one designation Elm Street community with seven other "practicing" organizations that were formerly designated. This study fills a literature gap on the Elm Street program by detailing its development while evaluating Elm Street organizations' characteristics to provide recommendations to broaden and enrich the program's utilization. Interviews were held with many involved in the program's creation to understand how the program has evolved since enactment. Elm Street managers who implement the program were also interviewed. It was apparent that specific characteristics contributed to organizations' sustainability, such as mission, organizational partnerships, funding sources, size: area and population, CLG status, and redesignation.
    [Show full text]
  • US 69/75 Upgrade to Limited Access Highway
    US 69/75 BRYAN COUNTY, OKLAHOMA FASTLANE GRANT Previously incurred project cost $625,500 Future eligible project cost $120,000,000 Total project cost $120,625,500 NSFHP request $72,000,000 Total federal funding, including NSFHP $96,000,000 Are matching funds restricted to a specific project component? No Is the project or a portion of it currently on the National Highway Freight Yes Network? Is the project or a portion of it located on the National Highway System? Yes Does the project add capacity to the Interstate system? No Is the project in a national scenic area? No Do the project components include a rail/highway grade crossing or separation Yes project? Does the project include an intermodal or freight rail project, or a freight project No within a freight rail, water, or intermodal facility? Small or large project? Large Also submitting a TIGER grant application for this project? No Urbanized area in which project is located Not applicable Is the project currently programmed in the: TIP? Not applicable STIP? No MPO Long Range Transportation Plan? Not applicable State Long Range Transportation Plan? Yes State Freight Plan? Yes, LRTP component Fast Lane Project Location Fast Lane Project Location 1 US 69/75 BRYAN COUNTY, OKLAHOMA FASTLANE GRANT PROJECT NARRATIVE TABLE OF CONTENTS PROJECT DESCRIPTION ............................................................................................................................................. 1 PROJECT LOCATION ...............................................................................................................................................
    [Show full text]
  • Limited Service Area Roads
    PITKIN COUNTY ROAD MAINTENANCE AND MANGEMENT PLAN COUNTY ROADS AND RIGHT-OF-WAYS 2016 2 Public Works 76 Service Center Road Aspen, CO 81611 970-920-5390 Fax: 970-920-5374 www.pitkincounty.com PITKIN COUNTY ROAD MAINTENANCE AND MANGEMENT PLAN 2016 COUNTY COMMISIONERS: Michael Owsley Rachel Richards George Newman Patti Clapper Steve Child 3 PURPOSE STATEMENT The purpose of the Pitkin County Road Maintenance and Management Plan, hereinafter known as the RMMP, is to provide specific maintenance and management information to Pitkin County residents and to assist County Staff in prioritizing maintenance and setting expectations for County roads. The RMMP also establishes certain rules that have the force of law; violations of these rules are punishable as provided for herein and in the Colorado Revised Statutes, as they may be amended from time to time. DEFINITION OF A ROAD A Road as defined by Colorado Revised Statutes ([§42-1-102(85), C.R.S.]) "Roadway" means that portion of a highway improved, designed, or ordinarily used for vehicular travel, exclusive of the sidewalk, berm, or shoulder even though such sidewalk, berm, or shoulder is used by persons riding bicycles or other human-powered vehicles and exclusive of that portion of a highway designated for exclusive use as a bicycle path or reserved for the exclusive use of bicycles, human-powered vehicles, or pedestrians. In the event that a highway includes two or more separate roadways, "roadway" refers to any such roadway separately but not to all such roadways collectively. Pitkin County considers all appurtenances to roadways, such as parking, drainage structures, and snow storage areas to be part of the roadway.
    [Show full text]
  • 2021 LIMITED ACCESS STATE NUMBERED HIGHWAYS As of December 31, 2020
    2021 LIMITED ACCESS STATE NUMBERED HIGHWAYS As of December 31, 2020 CONNECTICUT DEPARTMENT OF Transportation BUREAU OF POLICY AND PLANNING Office of Roadway Information Systems Roadway INVENTORY SECTION INTRODUCTION Each year, the Roadway Inventory Section within the Office of Roadway Information Systems produces this document entitled "Limited Access - State Numbered Highways," which lists all the limited access state highways in Connecticut. Limited access highways are defined as those that the Commissioner, with the advice and consent of the Governor and the Attorney General, designates as limited access highways to allow access only at highway intersections or designated points. This is provided by Section 13b-27 of the Connecticut General Statutes. This document is distributed within the Department of Transportation and the Division Office of the Federal Highway Administration for information and use. The primary purpose to produce this document is to provide a certified copy to the Office of the State Traffic Administration (OSTA). The OSTA utilizes this annual listing to comply with Section 14-298 of the Connecticut General Statutes. This statute, among other directives, requires the OSTA to publish annually a list of limited access highways. In compliance with this statute, each year the OSTA publishes the listing on the Department of Transportation’s website (http://www.ct.gov/dot/osta). The following is a complete listing of all state numbered limited access highways in Connecticut and includes copies of Connecticut General Statute Section 13b-27 (Limited Access Highways) and Section 14-298 (Office of the State Traffic Administration). It should be noted that only those highways having a State Route Number, State Road Number, Interstate Route Number or United States Route Number are listed.
    [Show full text]
  • Connecticut Avenue Reversible Lanes Draft Resolution April 20
    Government of the District of Columbia ADVISORY NEIGHBORHOOD COMMISSION 3F Van Ness ▪ North Cleveland Park ▪ Wakefield ▪ Forest Hills 3F01 – David Cristeal, Chair 3F02 – Alexandria Appah, Vice-Chair 4401-A Connecticut Ave, N.W. 3F03 – Dipali Mehta Box 244, Washington, D.C. 20008 3F04 – Stan Wall, Treasurer [email protected] 3F05 – Claudette David www.anc3f.com 3F06 – Monika Nemeth 3F07 – Matt Buechner, Secretary ______________________________________________________________________________ RESOLUTION REGARDING Connecticut Avenue Reversible Lane Operations and Safety Study April 20, 2021 Whereas the ANC 3F Streets and Sidewalks Committee and ANC 3F adopted resolutions in March 2018 requesting a comprehensive study of the Connecticut Avenue corridor with the overall goals of enhancing pedestrian safety, walkability, and economic vitality of the affected neighborhoods, making improvements to traffic management on Connecticut Avenue and surrounding streets, and considering the creation of dedicated bicycle lanes; Whereas two other ANCs in the affected corridor, ANC 3C and ANC 3/4G, also adopted resolutions requesting a comprehensive study of these issues in 2018; Whereas the DDOT-led Connecticut Avenue Reversible Lane Operations and Safety Study (“Safety Study”) is ongoing, with the key project goals of reducing vehicle crashes, improving safety for all modes of transit, considering a Protected Bicycle Lane, and assessing the feasibility of removing the Reversible Lane Operation; Whereas the “guiding principles” of the Safety Study
    [Show full text]