John Hennessy III,
P.E.
Mobility is a critical component of a fulfilling life; without reliable transportation, access to work, the grocery store, health care, places of worship, and social opportunities can be impossible. For those who drive personal vehicles, mobility may be taken for granted. However, a significant number of residents in Wisconsin are non-drivers. The following section outlines major categories of non-drivers:
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An overview of Georgia DOT’s Pedestrian Hybrid Beacons. These beacons are a part of Georgia DOT’s innovative approach to improving crosswalk safety for pedestrians. The beacons give signals to both drivers and pedestrians attempting to cross the street.
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In all cases shown below, the benefit-cost ratio exceeds 1, meaning that $1 invested in transit yields more than $1 in economic benefits. Three Chicago-specific studies conducted over the past two decades all show significant benefits to the region if we were to invest in a state of good repair or expand service. Of all the studies we surveyed, the smallest expected return from investing in transit was 21%. This would be considered a hugely successful investment in the private sector.
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Just in time for Halloween, a new interactive map from Geotab showcases historic ghost towns across the United States. Gathering data from over 3,000 abandoned towns across the country, the piece showcases the number of ghost towns in each U.S. State and highlights 10 striking examples of these historic communities
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Way Ahead is Metro-North Railroad’s plan to improve the customer experience in every way.
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This video is about Grand Central Station here in New York City. But not really the station itself, but the air above it. You can’t put a price on the station, a priceless architectural treasure, but you can put a price on the air up there. In fact, that air is worth $250 million dollars. This video is all about the idea of transferrable development rights and how you can pull $250 million dollars out of thin air.
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This study examines the funding and condition of Michigan’s roads and bridges and presents policy recommendations regarding them. The first section of this study describes the different types of roads in Michigan, which government entity is responsible for each type and their current estimated condition. The section after that explains how road funding works. The next section then discusses how public goods such as roads should be priced and funded, based on standard economic theory. It also attempts to measure the level to which Michigan’s roads are underpriced and underfunded. The final section concludes with some policy recommendations.
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Many communities in rural Alaska are only accessible by air or by barge, making the transport of both people and goods expensive. Jeff Weltzin is the city manager of Tanana, Alaska, which is located 130 miles west of Fairbanks, near the Yukon River. Weltzin says Tanana’s 300 residents were being severely impacted by transportation costs—which was driving up the cost of living.
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In some of the cities, the mayors have really stepped up…The action is really in the cities and in the states where you have governors and mayors with a vision, using some of their own resources, using private resources, using PPP’s and making things happen. You need to have leadership by elected officials, by people who are charged with the responsibility for infrastructure. Whether it’s transit, whether it’s airports, whether it’s highways, it’s incumbent upon the elected leaders to have the vision and the courage and the ability to really make things happen. Citizens really rely on the leaders in their cities and states to fix the infrastructure, improve the infrastructure, enhance the infrastructure, and it’s going on in many different places around the country as there’s a real void in Washington DC.
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A significant number of Connecticut’s bridges have surpassed or are approaching 50 years old, which is typically the initial intended design life for bridges of that age. In fact, 59 percent of the state’s bridges are 50 years or older, the fourth highest rate in the nation. The average age of all Connecticut’s bridges is 53 years, while the average age of the state’s more than 300 structurally deficient bridges is 69 years.
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