5305 Ashlar Village

Bethlehem Village, CT, United States

5305 Ashlar Village

Bethlehem Village, CT, United States

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Gattis J.L.,University of Arkansas | Levinson H.S.,5305 Ashlar Village | Gluck J.S.,AECOM Technology Corporation | Barlow J.M.,Accessible Design for the Blind | And 2 more authors.
Transportation Research Record | Year: 2010

Driveways are the link between public roadways and the abutting activities that they serve. Driveways serve a wide range of activities in a variety of contexts. Driveway design guidelines have traditionally focused on accommodating motor vehicles, but in recent years, growing emphasis has been placed on a broader range of issues, such as better managing access and accommodating all modes, including pedestrians and bicyclists. How well driveways are designed affects the safety and mobility of not only motorists but also bicyclists and pedestrians. This paper draws from research performed for NCHRP Project 15-35, Geometric Design of Driveways. It discusses multimodal driveway design considerations and provides design guidelines that recognize the needs of pedestrians (including those with disabilities and transit users) and bicyclists.


Gattis J.,University of Arkansas | Gluck J.,AECOM Technology Corporation | Barlow J.,Accessible Design for the Blind | Eck R.,West Virginia University | And 2 more authors.
Transportation Research Record | Year: 2013

NCHRP Project 15-35, Geometric Design of Driveways, was initiated to help address the lack of comprehensive research and national design guidance for the design of driveway connections to roadways. The research initiated with this project included an extensive literature review, a survey of state agencies and contacts with interest groups, and fieldwork to measure traffic attributes. The project produced two publications: a research report on the NCHRP website and NCHRP Report 659: Guide for the Geometric Design of Driveways. This paper considers the following topics: (a) What design issues were identified Current design practices may not adequately consider the range of all driveway users: bicyclists, motorists, and pedestrians. The paper discusses the vulnerability of various users on the basis of historical crash data. (b) What user attributes were found The research produced information about the driveway grades at which the undersides of vehicles may drag and the speeds at which vehicles on urban arterials entered commercial driveways having radii ranging from 13 to 20 ft. (c) What design practices were recommended The guide presents a number of design practices to better meet the needs of all users. This paper provides useful information for design consultants and local government professionals.


Holguin-Veras J.,Rensselaer Polytechnic Institute | Sanchez-Diaz I.,Rensselaer Polytechnic Institute | Lawson C.,Albany State University | Jaller M.,Rensselaer Polytechnic Institute | And 3 more authors.
Transportation Research Record | Year: 2013

The main objectives of this paper are to assess and define ways to enhance the transferability of freight trip generation (FTG) models. After the key premises that should guide the development of FTG models have been presented, the paper assesses transferability in two ways. The first is through analyses of how well representative FTG models are able to estimate the actual FTG for a number of external validation cases. The second is through FTG econometric models that assess the statistical significance of binary variables that represent specific geographic locations. In addition, the paper introduces and assesses the accuracy of a synthetic correction procedure that is intended to improve the transferability and quality of the estimates provided by the FTG rates available in the literature. The results show that the models developed as part of the National Cooperative Freight Research Program's Project 25, Freight Trip Generation and Land Use, have better prediction capabilities than the models included in other compilations. In addition, the synthetic correction procedures improve transferability, and no locational effects are present in the test data.


Allen J.,Regional Transportation Authority | Levinson H.,5305 Ashlar Village
Transportation Research Record | Year: 2012

During the first third of the 20th century, 16 commuter rail operations in major North American metropolitan areas adopted electric traction. Ten of these electrifications survive. The other six were discontinued between 1929 and 1949, although parts of the alignments of some properties have been returned to regional transit use. With a comparison of the histories of the former electric railroads with those of operations that survived, the reasons for their discontinuance are investigated. Perhaps unexpectedly, the Great Depression does not solely account for the demise of most of these lines. Instead, major geographic barriers precluding direct downtown service and the construction of new highway links appear to have been at least as important. Furthermore, all surviving electrifications addressed practical operating needs. However, no installations undertaken as technological test beds or in response to competing lines have survived.


Fitzpatrick K.,Texas A&M University | Brewer M.,Texas A&M University | Eisele W.,Texas A&M University | Zhang Y.,Texas A&M University | And 3 more authors.
Transportation Research Record | Year: 2012

Left-turn movements at intersections, including driveways - especially movements that are made from lanes that are shared with through traffic - cause delays and adversely affect safety. Although some left-turn warrants have been updated, many agencies still use research performed by M. D. Harmelink in the mid-1960s. Most states use procedures that are based on Harmelink's work, but several limitations have been identified. Economic analysis can provide a useful method for combining traffic operations and safety benefits of left-turn lanes to identify situations in which left-turn lanes either are or are not justified economically. This project used a benefit-cost approach to determine when a left-turn lane would be justified. The steps included simulation to determine delay savings from installing a left-turn lane, crash costs and crash reduction savings determined from safety performance functions and crash modification factors available in the Highway Safety Manual, and construction costs. Left-turn lane warrants were developed for rural two-lane highways, rural four-lane highways, and urban and suburban roadways. In addition, warrants for bypass lanes were developed for rural two-lane highways.


Holguin-Veras J.,Rensselaer Polytechnic Institute | Jaller M.,Rensselaer Polytechnic Institute | Destro L.,Rensselaer Polytechnic Institute | Ban X.J.,Rensselaer Polytechnic Institute | And 2 more authors.
Transportation Research Record | Year: 2011

Several findings call into question current practices. The chief conclusion is that the accuracy of freight generation (FG) and freight trip generation (FTG) models depends on the consistency between the model's structure and actual FG-FTG patterns, the degree of internal heterogeneity of the economic and land use aggregation used to estimate the model, and the appropriateness of the spatial aggregation procedure used to obtain the desired FG-FTG estimates. Relative to model structure, the paper establishes strong reasons to treat FG and FTG as separate concepts, because the latter is the output of logistic decisions, whereas the former is determined by the economics of production and consumption. The connection between business size variables-for example, employment-and FG is relatively strong because they are economic input factors, whereas the one with FTG is weaker because inventory and transportation costs come into play. Thus it is generally not correct to assume proportionality between FTG and business size or to assume that using constant FTG rates could be problematic. For instance, only 18% of the industry sectors in New York City exhibit constant FTG rates per employee. For economic and land use aggregation, the finer the level of detail the better, as independent variables have a better chance to explain FG-FTG. In the case of spatial aggregation, the correct aggregation procedure depends on the underlying disaggregate model. For a FG-FTG model to work well, both economic and land use and spatial aggregations must be appropriate.


Allen J.G.,Regional Transportation Authority | Levinson H.S.,5305 Ashlar Village
Transportation Research Record | Year: 2011

Traditional rail rapid transit systems are primarily limited to central cities, but a modern variant, regional rapid transit (RRT), extends far enough into suburbs to be considered truly regional in scope. RRT uses automatic train driving, other advanced technologies, long station spacing, and park-and-ride lots to serve suburban as well as city travel. Inaugurated between 1969 and 1979, RRT operations in several regions (Philadelphia, Pennsylvania; Boston, Massachusetts; San Francisco, California; Washington, D.C.; and Atlanta, Georgia) combined advanced rapid transit technology with station spacing and market functions akin to inner-zone to midrange commuter rail. To establish similarities and differences between the properties of RRT and other rail systems, data are analyzed for these and other rapid transit systems, as well as for historically established commuter railroads. RRT operations today face challenges of aging infrastructure but continue to be vital in the areas that they serve and have undergone incremental expansion in some instances.


Allen J.G.,5518 South Harper Avenue | Levinson H.S.,5305 Ashlar Village
Transportation Research Record | Year: 2014

The transit industry has experienced great declines in ridership since World War II from which it has recovered only partially since the 1990s. By contrast, commuter rail has flourished as a result of suburbanization, strong downtowns, and continued public support. With a focus on older systems, the study reported in this paper reviewed changes in population, downtown employment, and ridership and related these changes to the ways in which technology, public policy, ridership, and operations have affected commuter rail. Since about the 1990s, the number of commuter rail passenger miles in the United States has grown faster than the number of national highway vehicle miles traveled. Modern commuter rail ridership has reached (or has surpassed) the historic peak levels reached in 1929. Commuter railroads have met the demands of growing ridership through the use of cars with higher seating capacities, which have provided more frequent off-peak service, and through the adoption of such innovative operating plans as zone schedules. Even the rehabilitation of deteriorated tracks sometimes has helped to increase train through put. Such improvements have enabled commuter railroads to accommodate more customers, although capacity will have to be increased where severe constraints exist. Continued public support will be essential to the future of commuter rail in most metropolitan areas.

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