The Experts below are selected from a list of 4584 Experts worldwide ranked by ideXlab platform
Karen Trapenberg Frick - One of the best experts on this subject based on the ideXlab platform.
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Bay Bridge Toll Evaluation
2012Co-Authors: Elizabeth Deakin, Karen Trapenberg Frick, Robert Cervero, Alexander Skabardonis, Ian Barnes, Karla Kingsley, James Rubin, Jin Murakami, Javier Amaro, Erik JensenAbstract:A year-long study evaluated the short-term effects of toll increases on the San Francisco-Oakland Bay Bridge. Six of the seven state-owned Bridges in the San Francisco Bay Area saw increases in their flat tolls while a more complex, variable toll was implemented on the Bay Bridge, one of the few examples of peak‐load pricing of a busy highway corridor in the U.S. today. Traffic volumes decreased by 1% and carpool traffic decreased 26%. Improvements were noted in travel times. Models indicate that the imposition of a high occupancy vehicle toll was responsible for over half the reduction in peak period usage in the carpool lanes, but other factors such as gas price hikes, unemployment levels, and the availability of competitive transit services also contributed to the carpool decline.
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impact of peak and off peak tolls on traffic in san francisco oakland Bay Bridge corridor in california
Transportation Research Record, 2012Co-Authors: Ian Barnes, Karen Trapenberg Frick, Elizabeth Deakin, Alexander SkabardonisAbstract:The San Francisco-Oakland Bay Bridge is located in the heart of the San Francisco Bay Area in California and connects two of the largest cities in northern California over San Francisco Bay. In July 2010, the Bay Area Toll Authority (BATA) increased tolls on the San Francisco-Oakland Bay Bridge from a flat toll collected westbound only to week-day peak and off-peak tolls. BATA also instituted a carpool toll of $2.50 (previously carpools crossed for free) payable by FasTrak electronic toll collection tag only. With floating-car data provided by BATA, the change in travel time for the I-80, I-580, and I-880 approaches was computed by payment type (cash, FasTrak, and high-occupancy vehicle access lanes) and hour. Travel times were found to have been reduced by 0 to 16 min for cash customers (varying by time of day and approach), with varying results for FasTrak customers and little change for high-occupancy vehicle customers. Data collected by BATA at the toll plaza were analyzed by hour and payment type. Th...
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Bay Bridge congestion-pricing project : Lessons learned to date
Transportation Research Record, 1996Co-Authors: Karen Trapenberg Frick, Steve Heminger, Hank DittmarAbstract:The San Francisco-Oakland Bay Bridge, connecting San Francisco and the East Bay, is one of the most heavily traveled corridors in the nation. In an effort to address traffic congestion in this corridor, the Bay Area Congestion Pricing Task Force—a group of business, environment, public interest, and government organizations—has been examining the viability of variable tolls on the Bay Bridge. Tolls would be higher during peak commute hours when demand is highest and lower in off-peak hours when the Bridge has excess capacity. This supply-and-demand-based concept is known as congestion pricing. The federally sponsored planning phase of the Bay Bridge congestion-pricing demonstration program commenced in the fall of 1993. Its purpose was to determine the most feasible alternatives for reducing congestion on the San Francisco-Oakland Bay Bridge through implementing a congestion-pricing program. The process by which the task force developed a congestion-pricing proposal for the Bay Bridge is described, as are...
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Bay Bridge Congestion-Pricing Project: Lessons Learned to Date
Transportation Research Record: Journal of the Transportation Research Board, 1996Co-Authors: Karen Trapenberg Frick, Steve Heminger, Hank DittmarAbstract:The San Francisco–Oakland Bay Bridge, connecting San Francisco and the East Bay, is one of the most heavily traveled corridors in the nation. In an effort to address traffic congestion in this corridor, the Bay Area Congestion Pricing Task Force—a group of business, environment, public interest, and government organizations—has been examining the viability of variable tolls on the Bay Bridge. Tolls would be higher during peak commute hours when demand is highest and lower in off-peak hours when the Bridge has excess capacity. This supply-and-demand-based concept is known as congestion pricing. The federally sponsored planning phase of the Bay Bridge congestion-pricing demonstration program commenced in the fall of 1993. Its purpose was to determine the most feasible alternatives for reducing congestion on the San Francisco–Oakland Bay Bridge through implementing a congestion-pricing program. The process by which the task force developed a congestion-pricing proposal for the Bay Bridge is described, as are the lessons that have been learned along the way.
Marwan Nader - One of the best experts on this subject based on the ideXlab platform.
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Design of the New San Francisco – Oakland Bay Bridge Self-Anchored Suspension Span
Geotechnical special publication, 2004Co-Authors: Marwan Nader, Rafael Manzanarez, Man-chung TangAbstract:This paper is part of a series of papers covering various aspects of the new East Span of the San Francisco-Oakland Bay Bridge. It will focus on the design of the self-anchored suspension span.
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design of the new san francisco oakland Bay Bridge self anchored suspension span
Geotechnical special publication, 2004Co-Authors: Marwan Nader, Rafael Manzanarez, Man-chung TangAbstract:This paper is part of a series of papers covering various aspects of the new East Span of the San Francisco-Oakland Bay Bridge. It will focus on the design of the self-anchored suspension span.
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suspension cable design of the new san francisco oakland Bay Bridge
Journal of Bridge Engineering, 2004Co-Authors: John Sun, Rafael Manzanarez, Marwan NaderAbstract:Various factors contribute to the difficulty in designing the main suspension cable for the new San Francisco–Oakland Bay Bridge Self-Anchored Suspension Span (or East Bay Bridge Suspension Span). The key factors are Bridge design life, cable geometry, cable anchorage layout, cable construction method, and cable corrosion protection system. This paper describes the unique main suspension cable geometry layout for the East Bay Bridge Suspension Span, reviews the available technologies for each of the aforementioned design considerations, and presents the final cable design recommendations.
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Suspension Cable Design of the New San Francisco–Oakland Bay Bridge
Journal of Bridge Engineering, 2003Co-Authors: John Sun, Rafael Manzanarez, Marwan NaderAbstract:Various factors contribute to the difficulty in designing the main suspension cable for the new San Francisco–Oakland Bay Bridge Self-Anchored Suspension Span (or East Bay Bridge Suspension Span). The key factors are Bridge design life, cable geometry, cable anchorage layout, cable construction method, and cable corrosion protection system. This paper describes the unique main suspension cable geometry layout for the East Bay Bridge Suspension Span, reviews the available technologies for each of the aforementioned design considerations, and presents the final cable design recommendations.
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Design of the New San Francisco - Oakland Bay Bridge
Advanced Technology in Structural Engineering, 2000Co-Authors: Rafael Manzanarez, Marwan Nader, S. Abbas, G. BakerAbstract:The seismically vulnerable East Span of the San Francisco-Oakland Bay Bridge will be replaced with a dual east bound and west bound 3.6 km long parallel structure. The cost of the replacement Bridge is estimated at $1.5 billion and the Bridge will be constructed by the year 2004. The Bay Bridge lies between the Hayward and the San Andreas faults which can generate magnitude 7.5 M and 8.1 M earthquakes, respectively. Performance criteria require that the Bridge must be operational immediately following a 1500-year return period earthquake from either of these two faults. Four distinct structures will make up the Bridge crossing: a low rise post-tensioned concrete box girder near the Oakland shore; a 2.4 km long segmental concrete box girder; a self-anchored suspension signature span; and a posttensioned concrete box girder that connects to the east portal of the Yerba Buena Island tunnel. This paper focuses on the design parameters and constraints, the design evolution, the Bridge type selection process, the selected design’s major structural and architectural characteristics, and the structural details. Introduction The San Francisco-Oakland Bay Bridge was constructed in the mid-1930s. At 8 miles long, it was one of the longest high-level Bridges in the world at the time. Today, the Bridge is a primary route between the San Francisco Peninsula and the East Bay, carrying nearly 280,000 vehicles daily. A variety of Bridges span the waterways of the San Francisco Bay. There are suspension Bridges such as the Golden Gate Bridge, long skyway Bridges such as the San Mateo-Hayward Bridge, and truss Bridges such as the Richmond-San Rafael Bridge. Figure 1 is a map of the San Francisco Bay Area showing the location of these Bridges. Figure 1 – Geographical Location of Bridge Figure 2 – Damage to Bay Bridge after Loma Prieta Earthquake Pacific Ocean San Francisco Bay Golden Gate Bridge San Francisco/ Oakland Bay Bridge Richmond Bridge Carquinez Bridge Martinez/ Benicia Bridge San Francisco Oakland
Alexander Skabardonis - One of the best experts on this subject based on the ideXlab platform.
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Bay Bridge Toll Evaluation
2012Co-Authors: Elizabeth Deakin, Karen Trapenberg Frick, Robert Cervero, Alexander Skabardonis, Ian Barnes, Karla Kingsley, James Rubin, Jin Murakami, Javier Amaro, Erik JensenAbstract:A year-long study evaluated the short-term effects of toll increases on the San Francisco-Oakland Bay Bridge. Six of the seven state-owned Bridges in the San Francisco Bay Area saw increases in their flat tolls while a more complex, variable toll was implemented on the Bay Bridge, one of the few examples of peak‐load pricing of a busy highway corridor in the U.S. today. Traffic volumes decreased by 1% and carpool traffic decreased 26%. Improvements were noted in travel times. Models indicate that the imposition of a high occupancy vehicle toll was responsible for over half the reduction in peak period usage in the carpool lanes, but other factors such as gas price hikes, unemployment levels, and the availability of competitive transit services also contributed to the carpool decline.
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impact of peak and off peak tolls on traffic in san francisco oakland Bay Bridge corridor in california
Transportation Research Record, 2012Co-Authors: Ian Barnes, Karen Trapenberg Frick, Elizabeth Deakin, Alexander SkabardonisAbstract:The San Francisco-Oakland Bay Bridge is located in the heart of the San Francisco Bay Area in California and connects two of the largest cities in northern California over San Francisco Bay. In July 2010, the Bay Area Toll Authority (BATA) increased tolls on the San Francisco-Oakland Bay Bridge from a flat toll collected westbound only to week-day peak and off-peak tolls. BATA also instituted a carpool toll of $2.50 (previously carpools crossed for free) payable by FasTrak electronic toll collection tag only. With floating-car data provided by BATA, the change in travel time for the I-80, I-580, and I-880 approaches was computed by payment type (cash, FasTrak, and high-occupancy vehicle access lanes) and hour. Travel times were found to have been reduced by 0 to 16 min for cash customers (varying by time of day and approach), with varying results for FasTrak customers and little change for high-occupancy vehicle customers. Data collected by BATA at the toll plaza were analyzed by hour and payment type. Th...
Rafael Manzanarez - One of the best experts on this subject based on the ideXlab platform.
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Design of the New San Francisco – Oakland Bay Bridge Self-Anchored Suspension Span
Geotechnical special publication, 2004Co-Authors: Marwan Nader, Rafael Manzanarez, Man-chung TangAbstract:This paper is part of a series of papers covering various aspects of the new East Span of the San Francisco-Oakland Bay Bridge. It will focus on the design of the self-anchored suspension span.
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design of the new san francisco oakland Bay Bridge self anchored suspension span
Geotechnical special publication, 2004Co-Authors: Marwan Nader, Rafael Manzanarez, Man-chung TangAbstract:This paper is part of a series of papers covering various aspects of the new East Span of the San Francisco-Oakland Bay Bridge. It will focus on the design of the self-anchored suspension span.
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suspension cable design of the new san francisco oakland Bay Bridge
Journal of Bridge Engineering, 2004Co-Authors: John Sun, Rafael Manzanarez, Marwan NaderAbstract:Various factors contribute to the difficulty in designing the main suspension cable for the new San Francisco–Oakland Bay Bridge Self-Anchored Suspension Span (or East Bay Bridge Suspension Span). The key factors are Bridge design life, cable geometry, cable anchorage layout, cable construction method, and cable corrosion protection system. This paper describes the unique main suspension cable geometry layout for the East Bay Bridge Suspension Span, reviews the available technologies for each of the aforementioned design considerations, and presents the final cable design recommendations.
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Suspension Cable Design of the New San Francisco–Oakland Bay Bridge
Journal of Bridge Engineering, 2003Co-Authors: John Sun, Rafael Manzanarez, Marwan NaderAbstract:Various factors contribute to the difficulty in designing the main suspension cable for the new San Francisco–Oakland Bay Bridge Self-Anchored Suspension Span (or East Bay Bridge Suspension Span). The key factors are Bridge design life, cable geometry, cable anchorage layout, cable construction method, and cable corrosion protection system. This paper describes the unique main suspension cable geometry layout for the East Bay Bridge Suspension Span, reviews the available technologies for each of the aforementioned design considerations, and presents the final cable design recommendations.
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Design of the New San Francisco - Oakland Bay Bridge
Advanced Technology in Structural Engineering, 2000Co-Authors: Rafael Manzanarez, Marwan Nader, S. Abbas, G. BakerAbstract:The seismically vulnerable East Span of the San Francisco-Oakland Bay Bridge will be replaced with a dual east bound and west bound 3.6 km long parallel structure. The cost of the replacement Bridge is estimated at $1.5 billion and the Bridge will be constructed by the year 2004. The Bay Bridge lies between the Hayward and the San Andreas faults which can generate magnitude 7.5 M and 8.1 M earthquakes, respectively. Performance criteria require that the Bridge must be operational immediately following a 1500-year return period earthquake from either of these two faults. Four distinct structures will make up the Bridge crossing: a low rise post-tensioned concrete box girder near the Oakland shore; a 2.4 km long segmental concrete box girder; a self-anchored suspension signature span; and a posttensioned concrete box girder that connects to the east portal of the Yerba Buena Island tunnel. This paper focuses on the design parameters and constraints, the design evolution, the Bridge type selection process, the selected design’s major structural and architectural characteristics, and the structural details. Introduction The San Francisco-Oakland Bay Bridge was constructed in the mid-1930s. At 8 miles long, it was one of the longest high-level Bridges in the world at the time. Today, the Bridge is a primary route between the San Francisco Peninsula and the East Bay, carrying nearly 280,000 vehicles daily. A variety of Bridges span the waterways of the San Francisco Bay. There are suspension Bridges such as the Golden Gate Bridge, long skyway Bridges such as the San Mateo-Hayward Bridge, and truss Bridges such as the Richmond-San Rafael Bridge. Figure 1 is a map of the San Francisco Bay Area showing the location of these Bridges. Figure 1 – Geographical Location of Bridge Figure 2 – Damage to Bay Bridge after Loma Prieta Earthquake Pacific Ocean San Francisco Bay Golden Gate Bridge San Francisco/ Oakland Bay Bridge Richmond Bridge Carquinez Bridge Martinez/ Benicia Bridge San Francisco Oakland
Hank Dittmar - One of the best experts on this subject based on the ideXlab platform.
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Bay Bridge congestion-pricing project : Lessons learned to date
Transportation Research Record, 1996Co-Authors: Karen Trapenberg Frick, Steve Heminger, Hank DittmarAbstract:The San Francisco-Oakland Bay Bridge, connecting San Francisco and the East Bay, is one of the most heavily traveled corridors in the nation. In an effort to address traffic congestion in this corridor, the Bay Area Congestion Pricing Task Force—a group of business, environment, public interest, and government organizations—has been examining the viability of variable tolls on the Bay Bridge. Tolls would be higher during peak commute hours when demand is highest and lower in off-peak hours when the Bridge has excess capacity. This supply-and-demand-based concept is known as congestion pricing. The federally sponsored planning phase of the Bay Bridge congestion-pricing demonstration program commenced in the fall of 1993. Its purpose was to determine the most feasible alternatives for reducing congestion on the San Francisco-Oakland Bay Bridge through implementing a congestion-pricing program. The process by which the task force developed a congestion-pricing proposal for the Bay Bridge is described, as are...
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Bay Bridge Congestion-Pricing Project: Lessons Learned to Date
Transportation Research Record: Journal of the Transportation Research Board, 1996Co-Authors: Karen Trapenberg Frick, Steve Heminger, Hank DittmarAbstract:The San Francisco–Oakland Bay Bridge, connecting San Francisco and the East Bay, is one of the most heavily traveled corridors in the nation. In an effort to address traffic congestion in this corridor, the Bay Area Congestion Pricing Task Force—a group of business, environment, public interest, and government organizations—has been examining the viability of variable tolls on the Bay Bridge. Tolls would be higher during peak commute hours when demand is highest and lower in off-peak hours when the Bridge has excess capacity. This supply-and-demand-based concept is known as congestion pricing. The federally sponsored planning phase of the Bay Bridge congestion-pricing demonstration program commenced in the fall of 1993. Its purpose was to determine the most feasible alternatives for reducing congestion on the San Francisco–Oakland Bay Bridge through implementing a congestion-pricing program. The process by which the task force developed a congestion-pricing proposal for the Bay Bridge is described, as are the lessons that have been learned along the way.
