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The Americans with Disabilities Act (ADA) of 1990 provides comprehensive civil right protections to individuals with disabilities. ADA Title II requires every state and local government to prepare a self-evaluation plan to identify program access issues. From this, a transition plan is required showing policies and practices to achieve a barrier free environment. Although transition plans are required by the ADA, few cities have complied due to the high cost and complexity of conducting an accurate grade, cross-slope, and slab-to-slab faulting inventory assessment of their pedestrian facilities. Public works departments now are facing increased pressure to determine cost-effective and efficient methods for compliance with ADA accessibility standards. Failure to properly manage ADA compliance has proven costly to many cities throughout the country due to an increasing amount of litigation. The Bellevue Transportation Department decided to take a progressive approach to managing ADA compliance under a pilot program made possible by the Federal Highway Administration. The Ultra-Light Inertial Profiler (ULIP) is a specially-equipped Segway with an inertial profiling hardware sensor box that includes a displacement measurement...Read more
The role of walking in the development of healthy, livable communities is being increasingly recognized. In urban areas, intersections are often viewed as a deterrent to walking, as their operation primarily favors automobiles, leading to large and unnecessary delays for pedestrians. There is currently very limited research on accommodating and/or prioritizing pedestrians at signalized intersections in the North American context. Pedestrians are often considered as a deterrent to efficient vehicular traffic flow and therefore active efforts to include them in operational decisions at intersections have been lagging. This research aims to fill that gap by understanding factors that influence pedestrian crossing behavior at signalized intersections and developing cost effective and easily deployable signal timing strategies that could be employed at intersections, to increase efficiency for pedestrians.
Dr. Sirisha Kothuri is a research associate in the Department of Civil and Environmental Engineering at Portland State University. Dr. Kothuri’s primary research interests are in the areas of multimodal traffic operations, traffic signal timing and bicycle and pedestrian data collection...Read more
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Tappan Zee Bridge / I-287 Corridor
The Tappan Zee Bridge / I-287 Corridor Project is a multimodal, 30-mile corridor project which entails portions of the New York State Thruway / I-87 and I-287 in Rockland and Westchester Counties. This is an extremely vital corridor, located approximately 20 miles north of midtown NYC, carrying 140,000 vehicles across the 3.1 mile bridge every day, with up to 170,000 vehicles on holidays and weekends. Projections of future daily traffic demand exceeds 200,000 vehicles.
The Project involves bridge replacement, new 30 mile-plus corridor-wide Bus Rapid Transit system and 17 mile, two-track extension of Commuter Rail Transit service from the Village of Hillburn in Rockland County to Grand Central Terminal in Manhattan. The current total project estimate is approximately $16 Billion in 2012 dollars.
Project sponsors are New York State Department of Transportation (NYDOT), MTA Metro-North Railroad (MNR) and New York State Thruway Authority (NYSTA) in cooperation with the Federal Highway Administration (FHWA) and the Federal Transit Administration (FTA).
Abstract: Our speaker for May 14, 2010 is Gill V. Hicks, Director Southern California Operations for Cambridge Systematics, Inc. For more than ten years, Mr. Hicks served as the General Manager of the Alameda Corridor Transportation Authority (ACTA). The $2.4 billion Alameda Corridor consolidated harbor-related railroad traffic onto a single 20-mile corridor between the ports of Los Angeles and Long Beach and the railroad mainlines near downtown Los Angeles. Mr. Hicks’ responsibilities included overall management of the agency, building consensus, estimating benefits and costs of the project, generating political support, testifying before U.S. Congress, State Legislature, regulatory bodies, city councils, funding agencies and other stakeholders; developing a financial plan, raising funds, coordinating with railroad, trucking, and shipping businesses, and managing contracts for the project.
Mr. Hicks will discuss the major challenges faced by the project, including negotiations with three competing railroads, several municipal governments, utilities, regulatory agencies, contractors, and funding entities. The process for consensus building will be discussed. Major lessons learned will be described, including methods for reducing project risk, keeping on schedule and within budget. Mr. Hicks will also touch on the challenges facing the agency as...Read more
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Abstract: The development of transportation systems and the development of affordable housing are two very different kinds of processes. One is logical, long-range and (mostly) orderly; the other is entreprenurial, many-layered and opportunistic. This presentation will demystify how affordable housing is sited, financed and developed. It will highlight places in this process where transportation planners might be able to intervene and partner with local jurisdictions and developers to generate affordable, sustainable living environments where both housing and transportation costs are considered.