S LANDER ST GRADE SEPARATION PROJECT, SEATTLE, KING COUNTY, WASHINGTON Cultural Resources Assessment
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Fec Railroad Grade Separation Feasibility Study
FEC RAILROAD GRADE SEPARATION FEASIBILITY STUDY EXECUTIVE SUMMARY The Martin Metropolitan Planning Organization (MPO) initiated this feasibility study to identify, evaluate and plan for potential roadway and non-motorized pedestrian/bicycle grade separations along the Florida East Coast Rail Line (FEC) through Martin County. The study has been performed in phases including: Tier 1: Perform an initial assessment of all the mainline rail at grade crossings (25) in Martin County and identify 10 roadway candidate crossings for potential grade separation. Review adjacent land uses between crossings and known areas of pedestrian trespassing on the rail corridor to identify 5 candidate locations for non-motorized crossings. Tier 2: Perform detailed evaluation and rank the roadway and non-motorized candidates for the need and justification to implement grade separations. Tier 3: Prepare concepts and assess the feasibility and impacts of grade separations at 4 potential crossing locations: o Conceptual plans for up to 2 crossings for roadway grade separation, and o Conceptual plans for up to 2 crossings for non-motorized uses Assess the impacts and cost-benefit of the concepts developed for this study. The final results include concepts, costs and benefits developed for an Indian Street/Dixie Highway elevated roadway crossing, a Monterey Road/Dixie Highway depressed roadway crossing, a Railroad Avenue to Commerce Boulevard elevated pedestrian/bicycle grade separation and a Downtown Stuart elevated pedestrian/bicycle grade crossing. Each concept is provided below from south to north by roadway and non-motorized category. Note 11x17 sheets are provided in Chapter 4, Figures 18 to 21. Potential Indian Street / Dixie Highway Elevated Roadway Grade Crossing over the FEC Railroad E - 1 FEC RAILROAD GRADE SEPARATION FEASIBILITY STUDY Potential Monterey Rd/Dixie Highway Depressed Roadway Grade Crossing over the FEC RR Potential Railroad Ave. -
Grade Separations Info Sheet: February 2020 5
GO Expansion Update Grade Separations Info Sheet: February 2020 5 Metrolinx is increasing its services as part of the GO Expansion program, which will increase train frequency and the number of trains on the GO rail network. To increase traffic flow and transit capacity , Metrolinx has identified the need to build a number of grade separations. This Info Sheet describes: • What is a grade separation? • Why are grade separations needed? What are the benefits? • What is involved in designing a grade Rendering of a road underpass separation? • What is involved in building a grade separation? What is a grade separation? • How will Metrolinx design, build, and address effects of grade separation? A grade separation is a tunnel or a bridge that allows a • Why doesn’t Metrolinx move tracks instead road or rail line to travel over or under the other, without of the road? the need for vehicles travelling on the road to stop. If the road is lowered below the rail line, it is called rail over road, while if it is raised above the rail line, it is called What are the benefits of grade road over rail. separations? Why are grade separations needed? • Improved traffic flow and elimination of the potential for conflicts between trains Although each rail line is different, trains may run as little and vehicles; as one or two times per hour on some Metrolinx • Increased on-time performance and corridors. This means that each road crossing may need operational reliability; to be temporarily closed about once or twice an hour to • Better connections and crossings for let the trains pass. -
Asce Seattle Section - Board Meeting Minutes
ASCE SEATTLE SECTION - BOARD MEETING MINUTES March 13, 2018 ASCE Seattle Section March Board Meeting Meeting held at The Mirabella Attendees: Diana Hasegan (Board President - Non Voting) Paul Fikse (Board Officer) Homero Flores (Board Officer) Eset Alemu (Board Officer) Jared Nakamoto (Board Officer) Tony Nguyen (Board Officer) Ed Huston -- SEAW (Non-voting visiting member) Meeting minutes taken by Paul Fikse. *Prior to the call to order, candidates for ASCE Region 8 Director and President, Dennis Richard and Lou Aurigemma (respectively) called in to discuss their qualifications and priorities in a bid for the board’s endorsement. See notes below under “Election Endorsements”. Meeting called to order at 4:26pm by Diana. MOTION to approve agenda by Paul, seconded by Tony. Approved unanimously. MOTION to approve February meeting minutes by Paul, seconded by Eset. Motion Passed by majority (note: abstentions count towards the majority when a super majority is required). Old Business ● Review Action Items and Follow-Ups Paul ● Election Endorsements (see * above) Diana o The following candidates called in and talked about their priorities: o Dennis Richard -- for R8 Director. Priorities are: ▪ Get young engineers involved in ASCE by doing the following: ● Update membership benefits to be geared towards young members ● Get technical speakers out to schools ▪ Strengthen outreach to public and elected officials o Lou Aurigemma -- for ASCE President ▪ I^3 -- “Invest In Infrastructure” is his slogan ▪ Paul asked what he’d do differently to get us the investments we need to improve the report card grade. Lou said he agrees with what the current president has done; gave no specific examples. -
This City of Ours
THIS CITY OF OURS By J. WILLIS SAYRE For the illustrations used in this book the author expresses grateful acknowledgment to Mrs. Vivian M. Carkeek, Charles A. Thorndike and R. M. Kinnear. Copyright, 1936 by J. W. SAYRE rot &?+ *$$&&*? *• I^JJMJWW' 1 - *- \£*- ; * M: . * *>. f* j*^* */ ^ *** - • CHIEF SEATTLE Leader of his people both in peace and war, always a friend to the whites; as an orator, the Daniel Webster of his race. Note this excerpt, seldom surpassed in beauty of thought and diction, from his address to Governor Stevens: Why should I mourn at the untimely fate of my people? Tribe follows tribe, and nation follows nation, like the waves of the sea. It is the order of nature and regret is useless. Your time of decay may be distant — but it will surely come, for even the White Man whose God walked and talked with him as friend with friend cannot be exempt from the common destiny. We may be brothers after all. Let the White Man be just and deal kindly with my people, for the dead are not powerless. Dead — I say? There is no death. Only a change of worlds. CONTENTS CHAPTER PAGE 1. BELIEVE IT OR NOT! 1 2. THE ROMANCE OF THE WATERFRONT . 5 3. HOW OUR RAILROADS GREW 11 4. FROM HORSE CARS TO MOTOR BUSES . 16 5. HOW SEATTLE USED TO SEE—AND KEEP WARM 21 6. INDOOR ENTERTAINMENTS 26 7. PLAYING FOOTBALL IN PIONEER PLACE . 29 8. STRANGE "IFS" IN SEATTLE'S HISTORY . 34 9. HISTORICAL POINTS IN FIRST AVENUE . 41 10. -
Considerations for High Occupancy Vehicle (HOV) Lane to High Occupancy Toll (HOT) Lane Conversions Guidebook
Office of Operations 21st Century Operations Using 21st Century Technology Considerations for High Occupancy Vehicle (HOV) Lane to High Occupancy Toll (HOT) Lane Conversions Guidebook U.S. Department of Transportation Federal Highway Administration June 2007 Considerations for High Occupancy Vehicle (HOV) to High Occupancy Toll (HOT) Lanes Conversions Guidebook Prepared for the HOV Pooled-Fund Study and the U.S. Department of Transportation Federal Highway Administration Prepared by HNTB Booz Allen Hamilton Inc. 8283 Greensboro Drive McLean, VA 22102 Under contract to Federal Highway Administration (FHWA) June 2007 Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or the use thereof. The contents of this Report reflect the views of the contractor, who is responsible for the accu- racy of the data presented herein. The contents do not necessarily reflect the official policy of the Department of Transportation. This Report does not constitute a standard, specification, or regulation. The United States Government does not endorse products or manufacturers named herein. Trade or manufacturers’ names appear herein only because they are considered essential to the objective of this document. Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-HOP-08-034 4. Title and Subtitle 5. Report Date Consideration for High Occupancy Vehicle (HOV) to High Occupancy Toll June 2007 (HOT) Lanes Study 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Martin Sas, HNTB. Susan Carlson, HNTB Eugene Kim, Ph.D., Booz Allen Hamilton Inc. -
Context Statement
CONTEXT STATEMENT THE CENTRAL WATERFRONT PREPARED FOR: THE HISTORIC PRESERVATION PROGRAM DEPARTMENT OF NEIGHBORHOODS, CITY OF SEATTLE November 2006 THOMAS STREET HISTORY SERVICES 705 EAST THOMAS STREET, #204 SEATTLE, WA 98102 2 Central Waterfront and Environs - Historic Survey & Inventory - Context Statement - November 2006 –Update 1/2/07 THE CENTRAL WATERFRONT CONTEXT STATEMENT for THE 2006 SURVEY AND INVENTORY Central Waterfront Neighborhood Boundaries and Definitions For this study, the Central Waterfront neighborhood covers the waterfront from Battery Street to Columbia Street, and in the east-west direction, from the waterfront to the west side of First Avenue. In addition, it covers a northern area from Battery Street to Broad Street, and in the east- west direction, from Elliott Bay to the west side of Elliott Avenue. In contrast, in many studies, the Central Waterfront refers only to the actual waterfront, usually from around Clay Street to roughly Pier 48 and only extends to the east side of Alaskan Way. This study therefore includes the western edge of Belltown and the corresponding western edge of Downtown. Since it is already an historic district, the Pike Place Market Historic District was not specifically surveyed. Although Alaskan Way and the present shoreline were only built up beginning in the 1890s, the waterfront’s earliest inhabitants, the Native Americans, have long been familiar with this area, the original shoreline and its vicinity. Native Peoples There had been Duwamish encampments along or near Elliott Bay, long before the arrival of the Pioneers in the early 1850s. In fact, the name “Duwamish” is derived from that people’s original name for themselves, “duwAHBSH,” which means “inside people,” and referred to the protected location of their settlements inside the waters of Elliott Bay.1 The cultural traditions of the Duwamish and other coastal Salish tribes were based on reverence for the natural elements and on the change of seasons. -
1 September 12, 2014 To: Seattle City Council From: Barb Graff, Director
September 12, 2014 To: Seattle City Council From: Barb Graff, Director, Office of Emergency Management Assistant Chief A.D. Vickery, Seattle Fire Department Subject: Response to Seattle City Council Resolution 31504 regarding Oil Trains Seattle City Council requested as a part of Resolution 31504, “… that the Seattle Fire Department and Seattle Office of Emergency Management review and, if needed, update the City’s incident response plans for the increasing risk imposed by the transport of petroleum by rail with a report back to the relevant committees of the City Council by June 20, 2014.” This response has been drafted in partnership with the Seattle Fire Department, Mayor’s Office of Policy and Innovation, Office of Intergovernmental Relations, Seattle Department of Transportation, and Councilmember O’Brien’s office. The Hazard Over the last several years the region’s transportation systems have become busier, more congested, more tightly interdependent and lacking in substantial reserve capacity. Disruptions in one part of the system can produce large consequences far from the site of the disruption. Two major rail freight carriers operate in Seattle – BNSF and Union Pacific. They each operate intermodal rail yards to support shipment of goods through the Port of Seattle. All the yards are located in large flat areas that are identified liquefaction zones, meaning during a major earthquake we can expect the land in the area to become liquefied. The tracks run north and south through the City. From the Port of Seattle north, the tracks travel by Safeco Field and Century Link Field as well as the City’s Emergency Operations Center and Fire Station 10 which houses the Hazardous Materials Unit. -
America's Natural Nuclear Bunkers
America’s Natural Nuclear Bunkers 1 America’s Natural Nuclear Bunkers Table of Contents Introduction ......................................................................................................... 10 Alabama .............................................................................................................. 12 Alabama Caves .................................................................................................. 13 Alabama Mines ................................................................................................. 16 Alabama Tunnels .............................................................................................. 16 Alaska ................................................................................................................. 18 Alaska Caves ..................................................................................................... 19 Alaska Mines ............................................................................................... 19 Arizona ............................................................................................................... 24 Arizona Caves ................................................................................................... 25 Arizona Mines ................................................................................................... 26 Arkansas ............................................................................................................ 28 Arkansas Caves ................................................................................................ -
Barrier Versus Buffer Separated Managed Lanes
EMERGING ISSUES: BARRIER VERSUS BUFFER SEPARATED MANAGED LANES PREPARED FOR PREPARED BY Georgia Department of Transportation HNTB Corporation Office of Planning 3715 Northside Parkway 600 West Peachtree Street NW 400 Northcreek, Suite 600 Atlanta, GA 30308 Atlanta, GA 30327 Phone: (404) 631-1796 Phone: (404) 946-5708 Fax: (404) 631-1804 Fax: (404) 841-2820 Contact: Michelle Caldwell Contact: Andrew C. Smith, AICP January 2010 c Georgia Department of Transportation FINAL Barrier Versus Buffer Separated Managed Lanes January 2010 Atlanta Regional Managed Lane System Plan Technical Memorandum 17B: Advantages and Disadvantages of Barrier Versus Buffer Separated Managed Lanes Prepared for: Georgia Department of Transportation One Georgia Center, Suite 2700 600 West Peachtree Street NW Atlanta, Georgia 30308 Prepared by: HNTB Corporation Atlanta Regional Managed Lane System Plan Georgia Department of Transportation, Office of Planning FINAL Barrier Versus Buffer Separated Managed Lanes January 2010 ADVANTAGES AND DISADVANTAGES OF BARRIER VERSUS BUFFER SEPARATED MANAGED LANES WHITE PAPER Introduction The purpose of this white paper is to explore the advantages and disadvantages associated with the separation of managed lanes from the general purpose lanes by means of a barrier or buffer system. A number of factors contribute to the selection of a buffer or barrier system including issues of design specifications, costs, access, safety, congestion pricing operations, enforcement and public perception. The advantages and disadvantages of barrier and buffer separated managed lanes facilities are fully elaborated on in the sections below. Each corridor within Atlanta should decide for itself, based on its current and projected needs, operational guidelines and ultimate goals, which system, or combination thereof, works best for their area. -
HOV Degradation Report and Action Plan (2018)
STATE OF CALIFORNIA—CALIFORNIA STATE TRANSPORTATION AGENCY GAVIN NEWSOM, Governor DEPARTMENT OF TRANSPORTATION DIVISION OF TRAFFIC OPERATIONS P.O. BOX 942873, MS–36 SACRAMENTO, CA 94273–0001 Making Conservation PHONE (916) 654-2366 a California Way of Life. FAX (916) 653-6080 TTY 711 www.dot.ca.gov September 28, 2020 Mr. Maiser Khaled Director, Technical Services Federal Highway Administration California Division 650 Capitol Mall, Suite 4-100 Sacramento, CA 95814-4708 Dear Mr. Khaled: Enclosed is the 2018 California High-Occupancy Vehicle Facilities Degradation Report and Action Plan (2018 HOV Report and Action Plan) prepared by the California Department of Transportation (Caltrans) as required by U.S.C. Title 23 §166. Caltrans appreciates the collaboration and partnership from the Federal Highway Administration as an active member of the Managed Lane Working Group (Working Group). The Working Group develops and supports the implementation of strategies to optimize the performance of the HOV facilities. Caltrans is committed to implement the strategies presented by the Working Group and make progress toward bringing degraded HOV facilities into compliance with federal performance standards. Caltrans has already initiated various minor and major infrastructure projects to improve the performance of HOV facilities. Some projects were underway in 2018, while others will begin within the next one to three years. Caltrans will assess the feasibility of implementing additional strategies presented by the Working Group and make good faith efforts to improve the performance of degraded HOV facilities. If you have any questions regarding the 2018 HOV Report and Action Plan, please contact Joe Rouse, Managed Lane Functional Manager, Office of Mobility Programs, at (916) 952-6436, or by e-mail at <[email protected]>. -
Tensar® Grade Separation Solutions
Tensar® Grade Separation SoLUTIONs Tensar® Geogrids We provide innovative Tensar’s Grade Separation Solutions owe their engineered, economical solutions long-term performance and durability to high strength Tensar® Uniaxial (UX) Geogrids. Due to for grade change requirements their stiff interlocking capabilities, these geogrids stand the test of time, performing better than other in the residential, commercial commercially available geosynthetics. For more information on our patented soil reinforcement and transportation markets. systems, please visit www.tensar-international.com. Proven Solutions and Technologies > Tensar International (TI) is the leading developer and Our expertise focuses primarily on the following fields manufacturer of high-performance products and of grade separation systems: engineered solutions. Our manufacturing facilities enable • ARES® Modular Panel Walls us to satisfy and exceed customer needs by providing a wide range of geosynthetic solutions for your common • ARES Full-Height Panel Walls earthwork problems. • Mesa® Segmental Retaining Walls By providing innovative application technologies and • SierraScape® Stone-Faced Wire Formed Walls specialized technical services, we supplement our products with value-enhancing alternatives to traditional • SierraScape® Vegetated-Faced Wire Formed Walls materials and practices used in earthwork construction. • Sierra® Steepened Slopes Together, these products, technologies and services ® constitute engineered systems that serve a variety • Tensar Temporary Walls of commercial and industrial markets. For over 25 years, Tensar International has been Simply put, we are a full service provider of specialty providing economical solutions for the most challenging products and engineering services and offer grade change requirements. We are committed to economical solutions to common infrastructure serving our client’s global interests by providing and site development needs. -
Appendix B: Limited Access Dual HOV White Paper
Appendix B. Limited Access Dual HOV White Paper Alternatives Screening Technical Report – Appendix B This page is intentionally left blank. Alternatives Screening Technical Report – Appendix B ISSUES AND FACTORS INFLUENCING THE CHOICE BETWEEN CONTINUOUS‐ AND LIMITED‐ACCESS MANAGED LANE FACILITIES June 28, 2017 This page is intentionally left blank. Issues and Factors Influencing the Choice Between Continuous‐ and Limited‐Access Managed Lane Facilities EXECUTIVE SUMMARY lanes congestion in the GP freeway lanes is reduced, which, in turn, results in higher overall average speed, reducing vehicle emissions through the corridor, increasing person throughput, and contributing to regional air quality goals. Recommendations incorporated in the Spine Corridor Master Plan include provision of additional “managed lanes” in HOT lanes would allow motorists to opt for an alternative travel experience, per se, at a given price that generally three segments of the corridor. The term “managed lane” can refer to any lane that has restrictions or constraints on varies throughout the day according to travel demand in the corridor where the facility is located. use; most commonly in the form of high‐occupancy vehicle (HOV) and high‐occupancy toll (HOT) lanes. HOV lanes Managed lanes generally are not viewed as degrading the overall mobility and safety performance of a freeway restrict use of the lanes to vehicles with a minimum number of occupants, currently two or more in the MAG region. system. On the other hand, these facilities permit transportation officials to better manage roadway capacity to create HOT lanes allow single‐occupancy vehicles (SOVs) to operate in the HOV lanes or a dedicated, separate facility for a the most efficient travel system possible throughout the day.