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Commercialization of Rest Areas in California
TRANSPORTATION RESEARCH RECORD 1326 Commercialization of Rest Areas in California EDWARD N. KRESS AND DAVID M. DORNBUSCH The California Department of Transportation (Caltrans) is study The cost of building a new rest area that serves both di ing the feasibility of establishing private commercial services in rections of freeway travel to Caltrans' standards is about $5 rest areas. A lease was signed in late 1990 for the first traveler million plus the expense of land, which varies considerably services rest area (TSRA), which provides such commercial ser from site to site. A standard full-size rest area, located ad vices. Under the agreement, a private partnership will build, op erate, and maintain the rest area for 35 years, after which all jacent to the freeway and accessible from an existing inter improvements will become the state's property. Cal trans will con change, provides parking spaces for 240 vehicles and modern tribute the land and $500,000 in exchange for an operatiug rest comfort stations, fully supported by utilities and site ameni area and revenues from the commercial operations, estimated to ties. be at least $9 million over the life of the agreement. TSRAs are In addition, annual maintenance costs are between $75,000 still in an experimental stage, and two main obstacles impede and $125,000, not including the hidden costs of insurance further developments: federal law prohibiting commercial serv ices on Interstates and opposition from local business operators (California self-insures) and security (provided by the Cali who fear additional competition. However, during development fornia Highway Patrol and local Jaw enforcement agencies). -
"2. Sidewalks". "Boston Complete Streets Design Guide."
Sidewalk Zone Widths The width of the sidewalk contributes to the degree of When making decisions for how to allocate sidewalk space, comfort and enjoyment of walking along a street. Narrow the following principles should be used: sidewalks do not support lively pedestrian activity, and may create dangerous conditions where people walk in the Frontage Zone street. Typically, a five foot wide Pedestrian Zone supports > The Frontage Zone should be maximized to provide space two people walking side by side or two wheel chairs passing for cafés, plazas, and greenscape elements along build- each other. An eight foot wide Pedestrian Zone allows two ing facades wherever possible, but not at the expense of pairs of people to comfortably pass each other, and a ten reducing the Pedestrian Zone beyond the recommended foot or wider Pedestrian Zone can support high volumes of minimum widths. pedestrians. Pedestrian Zone Vibrant sidewalks bustling with pedestrian activity are not > The Pedestrian Zone should be clear of any obstructions only used for transportation, but for social walking, lingering, including utilities, traffic control devices, trees, and furniture. and people watching. Sidewalks, especially along Downtown When reconstructing sidewalks and relocating utilities, all Commercial, Downtown Mixed-Use, and Neighborhood Main utility access points and obstructions should be relocated Streets, should encourage social uses of the sidewalk realm outside of the Pedestrian Zone. by providing adequate widths. > While sidewalks do not need to be perfectly straight, the SIDEWALKS Pedestrian Zone should not weave back and forth in the When determining sidewalk zone widths, factors to consider right-of-way for no other reason than to introduce curves. -
Safety Rest Areas and the American Travel Experience
Balancing Past and Present Safety Rest Areas and the American Travel Experience Joanna Dowling, MSHP National Safety Rest Area Conference 2008 I have been researching rest area history and architecture for the past three years now, and one of the things that I have learned in that time, is that if you are going to study bathroom history you have to have a sense of humor about it, so I am going to attempt to make this discussion as lively as possible. My primary focus has been looking at the developmental history of the rest area program, beginning with the Federal Aid Highway Act of 1956 through the 1970s. And also looking at the architectural forms that were built in these sites; this is based on a background in historic preservation and architectural history. I presented at two conferences in Albuquerque last month, The Society for Commercial Archeology and Preserving the Historic Road, and people were very interested in this topic, which I hope will be encouraging to all of you. Today, I want to talk about the more functional aspect of this story. In keeping with the theme of the conference “More with Less,” the premise of my talk is “balancing past and present.” because I think that there are many mutually beneficial solutions to be found in the combined awareness of history and function. 1 Designed to be both functional and aesthetically pleasing, the rest areas at most locations will include lighted rest-room facilities, a few picnic tables and benches, parking, on-and-off ramps, a water fountain, litter barrels, a telephone booth and a travel information shelf. -
Chapters 2I-2N
2009 Edition Page 299 CHAPTER 2I. GENERAL SERVICE SIGNS Section 2I.01 Sizes of General Service Signs Standard: 01 Except as provided in Section 2A.11, the sizes of General Service signs that have a standardized design shall be as shown in Table 2I-1. Support: 02 Section 2A.11 contains information regarding the applicability of the various columns in Table 2I-1. Option: 03 Signs larger than those shown in Table 2I-1 may be used (see Section 2A.11). Table 2I-1. General Service Sign and Plaque Sizes (Sheet 1 of 2) Conventional Freeway or Sign or Plaque Sign Designation Section Road Expressway Rest Area XX Miles D5-1 2I.05 66 x 36* 96 x 54* 120 x 60* (F) Rest Area Next Right D5-1a 2I.05 78 x 36* 114 x 48* (E) Rest Area (with arrow) D5-2 2I.05 66 x 36* 96 x 54* 78 x 78* (F) Rest Area Gore D5-2a 2I.05 42 x 48* 66 x 72* (E) Rest Area (with horizontal arrow) D5-5 2I.05 42 x 48* — Next Rest Area XX Miles D5-6 2I.05 60 x 48* 90 x 72* 114 x 102* (F) Rest Area Tourist Info Center XX Miles D5-7 2I.08 90 x 72* 132 x 96* (E) 120 x 102* (F) Rest Area Tourist Info Center (with arrow) D5-8 2I.08 84 x 72* 120 x 96* (E) 144 x 102* (F) Rest Area Tourist Info Center Next Right D5-11 2I.08 90 x 72* 132 x 96* (E) Interstate Oasis D5-12 2I.04 — 156 x 78 Interstate Oasis (plaque) D5-12P 2I.04 — 114 x 48 Brake Check Area XX Miles D5-13 2I.06 84 x 48 126 x 72 Brake Check Area (with arrow) D5-14 2I.06 78 x 60 96 x 72 Chain-Up Area XX Miles D5-15 2I.07 66 x 48 96 x 72 Chain-Up Area (with arrow) D5-16 2I.07 72 x 54 96 x 66 Telephone D9-1 2I.02 24 x 24 30 x 30 Hospital -
Interstate 75 Rest Areas Project Development and Environment Study
Interstate 75 Rest Areas Project Development and Environment Study From the Charlotte/Lee County Line to SR 681 in Sarasota County Charlotte and Sarasota Counties, Florida FPID: 436602-1-22-01 March, 2017 FDOT Evaluates New I-75 Rest Areas Rest Area Design Concept The Florida Department of Transportation (FDOT), District One, is conducting a Project Development and Environment (PD&E) Study to identify sites for the placement of one northbound and one southbound rest area facility along Interstate 75. The study limits extend from the Charlotte/Lee County line north to the interchange of SR 681 and I-75 in Sarasota County. The FDOT is evaluating two sites in Public Hearing Scheduled Charlotte County located south of the Airport Road overpass FDOT invites you to a public hearing regarding the to replace the recently closed rest area at the North Jones identification of sites for two new rest areas along Interstate 75 in Loop interchange. Each of the build alternatives shown on Southwest Florida. Your participation and feedback about this the map below will require additional right-of-way adjacent to project are important. FDOT anticipates final site selection in mid- I-75. FDOT does not anticipate residential or business 2017. The hearing will begin with an informal open house at 5 relocations for the build alternatives. As part of this study, p.m., and the formal hearing will begin at 6 p.m. The study team FDOT will consider a “no-build” alternative, which would not will be available throughout the evening to discuss the project include a new rest area in this segment of I-75. -
NFWF Celebrates Oyster Recovery Milestone in Virginia
FOR IMMEDIATE RELEASE Contact: Rob Blumenthal, 202-857-0166, [email protected] Mike Smith, 703-623-3834, [email protected] NFWF Celebrates Oyster Recovery Milestone in Virginia 14 Grants Totaling Almost Over $9.3 Million Awarded in Virginia Two Grants Slated to Achieve Oyster Populations that will designate Lafayette as First Fully Restored Tributary in Virginia NORFOLK (September 25, 2017) –The National Fish and Wildlife Foundation (NFWF) and the U.S. Environmental Protection Agency (EPA) recently announced more than $12.6 million in grants to support the restoration and conservation of the Chesapeake Bay watershed in six states and the District of Columbia. The grants will generate more than $21.2 million in matching contributions for a total conservation impact of $33.8 million. The 14 projects in Virginia will leverage matching funds of $5,566,480 for a total of $9,356,586 million. The grants were awarded through the Chesapeake Bay Stewardship Fund (CBSF), a partnership between NFWF and the EPA’s Innovative Nutrient and Sediment Reduction Grants Program (INSR Program) and Small Watershed Grants Program (SWG Program). Additional support is provided by the U.S. Department of Agriculture’s Natural Resources Conservation Service, the U.S. Forest Service, the U.S. Fish and Wildlife Service, the Altria Group Restoring America’s Resources partnership and CSX. Virginia grant recipients are being recognized today at the project site of a previous grant recipient— recently completed oyster reef and areas of living shoreline at the Hermitage Museum, situated on the Lafayette River in Norfolk, Virginia. Additionally, the important work of the National Oceanic and Atmospheric Administration (NOAA) in Tidewater will be acknowledged today by Representative Robert Scott and Governor Terry McAuliffe. -
Safety Roadside Rest Area Master Plan
FINAL TASK 5 REPORT STRATEGIC RECOMMENDATIONS Safety Roadside Rest Area Master Plan Prepared for The California Department of Transportation Contract No: 65A0334 By Dornbusch Associates April 2011 STATE OF CALIFORNIA DEPARTMENT OF TRANSPORTATION TECHNICAL REPORT DOCUMENTATION PAGE TR0003 (REV. 10/98) 1. REPORT NUMBER 2. GOVERNMENT ASSOCIATION NUMBER 3. RECIPIENT’S CATALOG NUMBER 4. TITLE AND SUBTITLE 5. REPORT DATE 6. PERFORMING ORGANIZATION CODE 7. AUTHOR(S) 8. PERFORMING ORGANIZATION REPORT NO. 9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. WORK UNIT NUMBER 11. CONTRACT OR GRANT NUMBER 12. SPONSORING AGENCY AND ADDRESS 13. TYPE OF REPORT AND PERIOD COVERED California Department of Transportation Division of Research and Innovation, MS-83 14. SPONSORING AGENCY CODE 1227 O Street Sacramento CA 95814 15. SUPPLEMENTAL NOTES 16. ABSTRACT 17. KEY WORDS 18. DISTRIBUTION STATEMENT No restrictions. This document is available to the public through the National Technical Information Service, Springfield, VA 22161 19. SECURITY CLASSIFICATION (of this report) 20. NUMBER OF PAGES 21. PRICE Unclassified Reproduction of completed page authorized Table of Contents EXECUTIVE SUMMARY .............................................................................................................................. 1 I. BACKGROUND & INTRODUCTION ................................................................................................. 2 II. OPPORTUNITIES FOR AND CONSTRAINTS ON AMENDING THE SRRA SYSTEM ............. 3 A. OVERVIEW OF NEW PROGRAMS, POLICIES, -
NH CELEBRATES 50Th ANNIVERSARY of INTERSTATE HIGHWAY SYSTEM the “OPEN ROAD’ BEGAN with IKE’S SIGNATURE on JUNE 29, 1956
NEWS RELEASE STATE OF NEW HAMPSHIRE, DEPARTMENT OF TRANSPORTATION Carol A. Murray, Commissioner For Immediate Release Contacts: Bill Boynton June 29, 2006 Public Information Office (603) 271-6495 NH CELEBRATES 50th ANNIVERSARY OF INTERSTATE HIGHWAY SYSTEM THE “OPEN ROAD’ BEGAN WITH IKE’S SIGNATURE ON JUNE 29, 1956 One of the biggest engineering projects in history has reached the half-century mark. The New Hampshire Department of Transportation, along with the NH Good Roads th Association and the Associated General Contractors of NH, today marked the 50 anniversary of the nation’s Interstate Highway System with recognition of the milestone and a call to reinvest in this vital transportation network for New Hampshire and the entire country. “The 225 miles of Interstate highway in New Hampshire have served us well, dramatically increasing mobility, fueling our economy and making our state an even more appealing place to live and visit,” NHDOT Commissioner Carol Murray said today at a Concord event celebrating the anniversary. “It’s also a heavily used highway system rapidly approaching middle age that’s in serious need of repairs and rehabilitation.” It was on June 29, 1956 that President Dwight Eisenhower signed the Federal Aid Highway Act of 1956 that paved the way for the construction of an Interstate System that today totals approximately 47,000 miles. This colossal engineering challenge forever changed the way people and freight moved, putting everyone in America within a few days drive of each other and redefining the relationship between urban and rural America. By 1963, sections of Interstate 93 from Salem to Manchester and from Bow to Tilton, and I-293 from I-93 in Manchester to the Queen City Bridge were completed and opened to traffic. -
Walking Along Road
Walking Along the Road Module 2 Learning Outcomes: 2-2 At the end of this module, you will be able to: Describe the operational and safety benefits of shoulders and sidewalks Select the appropriate design for sidewalks Calculating Reduction in Number of Crashes 2-3 Crash Modification Factor (CMF): factor used to compute the expected number of crashes after implementing a given countermeasure. Crash Reduction Factor (CRF): % fewer crashes experienced on a road with a given countermeasure than on similar road without the countermeasure Relationship between CMF and CRF: CMF = 1 - (CRF/100) CRF = 100*(1 – CMF) (Examples on next slide) CMF/CFR Clearinghouse: www.cmfclearinghouse.org Shoulders and Sidewalks 2-4 Walking along the Paved shoulders road accounts for reduce pedestrian 10-15% of fatal crashes by 70% (CRF) pedestrian crashes: CMF = 0.3 Fewer in urban areas Gan et al. study More in rural areas Sidewalks reduce They’re easily pedestrian crashes by preventable 88% (CRF) CMF=0.12 McMahon Study Shoulders improve safety for all users 2-5 Sonoma Co. CA For motorists: room to avoid crashes Shoulders improve safety for all users 2-6 For bicyclists: a place to ride Benton Co. OR Shoulders improve safety for all users 2-7 Benton Co. OR 6’ width preferred For pedestrians: a place to walk CMF = 0.3 (CRF = 70%) 2-8 Canyonville OR At a certain point, sidewalks are needed 2-9 Manitou Springs CO “Goat trail” indicates sidewalks are needed The 2011 AASHTO “Green Book” states: “Sidewalks are an integral parts of city streets” 2-10 Quote -
Building the Interstate
Building the Interstate W. L. Mertz and Joyce Ritter FOREWORD What follows is the documentation of the critical events during the building of the Interstate System. The record begins with the passage of the 1956 Highway Act, which kicked off the Interstate construction program. It ends in 1974 just after the passage of the 1973 Highway Act, which was landmark legislation for the Interstate System and the highway program in general. We made several attempts to interpret the 1973 Act for the reader but abandoned it in favor of relying on quotations from those involved at the time who said what they thought it was. An earlier document named "Origins of the Interstate" explored the critical years in the conceptualization of the Interstate System culminating in the 1956 Highway Act. Both documents rely heavily on quoted excerpts of speeches made by people who were influential in charting the course of the highway program during those years. We have found that no paraphrasing expresses the essence of the issues of the times as well as the words of those who were involved and spoke them. By far the richest source of material has been American Highways, the quarterly journal of the American Association of State Highway Officials. It faithfully recorded the views of its own members, Congressmen, Federal officials and indeed, the adversaries of the highway program. The reasons for stopping the record in 1974 are several. First, our scheduled time allotted for this task was running out. Second, the events following the 1973 Highway Act are recent history. We have been involved in that history and so are too close to it to make unbiased judgments about what should be highlighted. -
Highway Safety Act of 1973
* * PEDESTRIAN AND BICYCLE SAFETY STUDY Highway Safety Act of 1973 * (Section 214) Of T t ^. STATES Of a^ * MARCH 1975 U.S. DEPARTMENT OF TRANSPORTATION NATIONAL HIGHWAY TRAFFIC SAFETY * ADMINISTRATION WASHINGTON, D.C. 20590 * PEDESTRIAN AND BICYCLE SAFETY STUDY Highway Safety Act of 1973 (Section 214) MARCH 1975 U.S. DEPARTMENT OF TRANSPORTATION NATIONAL HIGHWAY TRAFFIC SAFETY ADMINISTRATION WASHINGTON, D.C. 20590 CONTENTS Page SECTION I: SYNOPSIS A. Introduction .............................................. 1 B. Executive Summary ......................................... 2 C. Background .............................................. 4 D. Study Methodology ......................................... 7 E. Congressional Recommendations ................................ 12 SECTION II: PEDESTRIAN SAFETY Introduction .............................................. 13 A. Review and Evaluation of State and Local Ordinances, Regulations, and Laws Pertaining to Pedestrian Safety .................................. 14 B. Review and Evaluation of Enforcement Policies, Procedures, Methods, Practices and Capabilities for Enforcing Pedestrian Rules ................ 35 C. Relationship Between Alcohol and Pedestrian Safety ................... 36 D. Evaluation of Ways and Means of Improving Pedestrian Safety Programs ...... 43 E. Analysis of Present Funding Allocation of Pedestrian Safety Programs and an Assessment of the Capabilities of Federal, State and Local Governments to Fund Such Activities and Programs .................... 45 F. Findings ................................................59 -
Best-In-Class in the Germantown Market
BEST-IN-CLASS IN THE GERMANTOWN MARKET MILESTONE CENTER DRIVE | GERMANTOWN, MD | WWW.MILESTONEBUSINESSPARK.COM Discover Milestone Business Park Located just 20 miles northwest of downtown Washington DC, in Germantown, Maryland, Montgomery County’s fastest growing area, is a stunning 635,272 square foot, premier Class A office campus. Milestone Business Park is comprised of three state- of-the-art Class A office buildings, one Class A flex building, and a developable 7.64 acre parcel. Key attributes include: • Four building campus totaling 635,272 square feet • LEED certified buildings • Energy Star rated • Large and efficient floor plates with minimal columns • Premier I-270 visibility • Easy access to points north and south via I-270 at Father Hurley Boulevard and points east via the ICC • Located minutes from the Shops at Seneca Meadows, Milestone Shopping Center, and Germantown Town Center • Fitness Center • Deli with catering capabilities • New state-of-the-art 83 seat conference center • Concierge services • Campus environment with beautiful landscaped plaza, perfect for corporate and client events • Extended Stay America Hotel located adjacent to the Property • Structured and surface parking with an extraordinary parking ratio of 4 per 1,000 square feet • Future expansion possibilities Milestone Business Park is the ideal choice for tenants who value superior quality, with an unparalleled full-service approach, at a greater value. For more detailed information please visit MilestoneBusinessPark.com. Why Germantown? Germantown, the most vibrant submarket in the DC Metro region, is situated in the northwest section of Montgomery County, Maryland, north of the Capital Beltway (I-495) along Interstate 270.