The objective of this study was to address the NJDOT need in developing appropriate guidelines for lane charges that would minimize the closure of traffic lanes. The developed guidelines considered the impact on traffic and road users, depending on the characteristics of the projects. The study provided the general lane closure guidelines that can be used on a specific project and with respect to the specific project characteristics related to the AADT during the time of day, season, and type of highway/lane closure.

This study has identified the general causes of numerous issues that slow or prevent project closeout and recommends actions that address these causes. With a flow diagram of a generic procedure for public closeout as a point of departure, NYSDOT’s current procedure was diagramed .

This report explains how to estimate freight demand using secondary source of data such as traffic counts. Freight origin-destination (OD) matrices are one of the most important data elements a planner could have, which is why a significant amount of effort, time and money is spent on their estimation. The estimation of OD matrices can be done by: (a) direct sampling methods; and, (b) using secondary data sources such as traffic counts. The latter techniques are referred to here as origin-destination synthesis (ODS).

Abstract

This report explains ways to reduce car usage in order to meet climate targets and how to analyze these effects. Much of the analysis has focused on differences between more compact areas that are more walkable versus more extensive car-dependent areas. Given our interest in physical activity (to combat obesity) we are interested in overall walking similar to studies such as (Berrigan, Troiano 2002) which also evaluated all walking trips jointly.

The New York City (NYC) metropolitan region is home to close to 20 million residents, more than 600,000 business establishments, more than 1.3 million registered trucks, and more than 8.8 million employees. Every year, more than 80 million trucks cross the toll facilities administered by the various transportation agencies (New York Metropolitan Transportation Council, 2004). This traffic translates into a total amount of cargo of about 200 million tons. The bulk of these goods accounts for 79% of the region’s goods while the national average is 44%.

The New York City (NYC) metropolitan region is home to close to 20 million residents, more than 600,000 business establishments, more than 1.3 million registered trucks, and more than 8.8 million employees. Every year, more than 80 million trucks cross the toll facilities administered by the various transportation agencies (New York Metropolitan Transportation Council, 2004). This traffic translates into a total amount of cargo of about 200 million tons. The bulk of these goods accounts for 79% of the region’s goods while the national average is 44%.

The New York State Department of Transportation (NYSDOT) Consultant Management Bureau’s primary responsibilities are to negotiate staffing hours/resources with engineering design consultants, and to monitor the consultant's costs. Currently the Consultant Management Bureau uses knowledge of past and current projects as well as engineering judgment to estimate consultant costs.

The proposed research will focus on several major issues:

The franchised bus lines that New York City Department of Transportation (NYCDOT) has been subsidizing have been in place for 50 years without major adjustments or changes despite shifts in travel patterns, the growth of new traffic generators, increases in fares and fare structures, and the growth of competing modes such as the dollar vans.  Additionally, NYCDOT is dependent on the franchise companies for basic information about the franchise bus service, including ridership counts.

16. Abstract The I-90 Corridor in upstate New York is a classic example of the de-industrialization of the Northeastern United States. With few exceptions, all counties along the corridor have experienced marked declined in manufacturing employment over the past three decades. While the service and FIRE have helped to absorb some of this decline in employment, the loss of manufacturing represents a decline in the economic “base” of the I-90 corridor.