scholarly journals Sustainable Neighborhood Public Outreach: I-95 GIR Archaeological Investigations in Philadelphia

2020 ◽  
Vol 8 (3) ◽  
pp. 236-252 ◽  
Author(s):  
Stephen W. Tull

ABSTRACTThe Pennsylvania Department of Transportation and the Federal Highway Administration are undertaking a long-term, multiphase project to improve and rebuild Interstate 95 (I-95) in Pennsylvania, within the historic city of Philadelphia. Given the complex urban setting, the archaeological subsurface testing for the I-95 Girard Avenue Interchange Improvement Project is being guided by a programmatic agreement under Section 106 of the National Historic Preservation Act and a categorical exclusion under the National Environmental Policy Act. Through data-recovery excavations, the contractor for the project, AECOM, has documented 30 historical-period and Native American archaeological sites. The project includes its own professional journal, live interactive reporting, and a public archaeology center.

Author(s):  
Amiy Varma ◽  
Kumares C. Sinha

Increased emphasis is being placed on improved financial control and planning within state transportation agencies because of shifts in revenue sources; escalation of construction, maintenance, and operating costs; instability of revenue bases; and mandates of the Intermodal Surface Transportation Efficiency Act of 1991. A summary of the highway revenue analysis and highway revenue forecasting done for the state of Indiana as part of an investigation conducted by the Joint Highway Research Project, Engineering Experiment Station, Purdue University, in cooperation with the Indiana Department of Transportation and the Federal Highway Administration, is provided. A long-term highway revenue forecasting methodology was developed with emphasis on ease of data input, simplicity of internal model relationships, and responsiveness to changes in socioeconomic, technological, energy, environmental, financial, and legislative factors.


This report deals with three episodes of archeological work that began in 2005 and concluded in 2010 for the proposed U.S. Highway 271 Mount Pleasant relief route in Titus County, Texas. The early part of the work was done for the Texas Department of Transportation (TxDOT), Environmental Affairs Division. The later part was done for PTP, LP, acting on behalf of Titus County. The work was done to address the requirements of Section 106 of the National Historic Preservation Act and the Texas Antiquities Code and was governed by the terms of Texas Antiquities Permit Nos. 3786, 4303, and 5495. The project involved 11 Native American archeological sites: 41TT6, 41TT846, 41TT847, 41TT851–41TT854, 41TT858, 41TT862, 41TT865, and 41TT866. The overall goal was to assess these 11 sites in terms of their eligibility for listing in the National Register of Historic Places and designation as State Antiquities Landmarks, and to conduct data recovery excavations at any that were found to be eligible. The project began with intensive auger or shovel testing at all 11 sites in July–August 2005. Formal testing was done between December 2006 and February 2008, and data recovery excavations were undertaken at three sites—George Richey (41TT851), William Ford (41TT852), and James Richey (41TT853)—between January and June 2010. In total, the excavations consisted of the following: 1,147 auger tests at 10 sites and 31 shovel tests at the eleventh site; 386 backhoe trenches covering 2,695 m2 and 225 m2 of manual excavations at all 11 sites; and machine excavation of 215 sample units measuring 2.0 m long and 1.0 m wide on average and trackhoe stripping of about 6,875 m2 at the 3 data recovery sites. The excavations identified 378 cultural features, mostly postholes and pits, with much smaller numbers of burials, burned rock concentrations, artifact clusters, and middens. The artifacts recovered consist mainly of 11,713 ceramic sherds and vessels and 8,729 lithic tools and debitage. Most of these remains relate to occupation of the project area during the Middle–Late Caddo periods (a.d. 1250–1700), with minor amounts resulting from earlier and later use during the Paleoindian, Archaic, Woodland, Early Caddo, and Historic Caddo periods. The primary Middle–Late Caddo components at the three fully excavated sites represent use as rural farmsteads within a dispersed local community associated with the Titus phase Caddo. At least four of the tested sites were occupied less intensively during this same interval.


Author(s):  
Madaniyo I. Mutabazi ◽  
Eugene R. Russell ◽  
Robert W. Stokes

Traditionally, highway improvement project evaluation is done without incorporating highway users’ views. The Kansas Department of Transportation (KDOT) wants drivers to be satisfied and have “good feelings” about its passing lanes program. KDOT needs input to decide whether passing lanes are efficient, safe, and acceptable to the public. Drivers’ views were solicited via a questionnaire survey which was part of a comprehensive study on passing lanes in Kansas. Generally, drivers support the passing lane program and suggest construction of more passing lanes. Drivers think that passing lanes are more beneficial for improving safety than for saving time. They are equally divided on the length of passing lanes between “too short” and “just right,” although the provided lengths are within the recommended optimum lengths found in the literature. The “too short” responses could be due to existing passing lane spacings, preference of four-lane highways over two-lane highways, and difference in local conditions from those used to determine lengths. Drivers cited fellow drivers’ failure to follow signs and markings properly, and failure to use the lanes properly; this seems to indicate that improvements in signing and pavement markings should be considered. A smaller proportion of drivers, satisfied with a lower frequency of local travel on a route closer to the state’s borders (i.e., more unfamiliar drivers), suggests the importance of standardizing highway operating and design practices throughout the country.


Thorax ◽  
2020 ◽  
pp. thoraxjnl-2020-215338
Author(s):  
Jamilah Meghji ◽  
Stefanie Gregorius ◽  
Jason Madan ◽  
Fatima Chitimbe ◽  
Rachael Thomson ◽  
...  

BackgroundMitigating the socioeconomic impact of tuberculosis (TB) is key to the WHO End TB Strategy. However, little known about socioeconomic well-being beyond TB-treatment completion. In this mixed-methods study, we describe socioeconomic outcomes after TB-disease in urban Blantyre, Malawi, and explore pathways and barriers to financial recovery.MethodsAdults ≥15 years successfully completing treatment for a first episode of pulmonary TB under the National TB Control Programme were prospectively followed up for 12 months. Socioeconomic, income, occupation, health seeking and cost data were collected. Determinants and impacts of ongoing financial hardship were explored through illness narrative interviews with purposively selected participants.Results405 participants were recruited from February 2016 to April 2017. Median age was 35 years (IQR: 28–41), 67.9% (275/405) were male, and 60.6% (244/405) were HIV-positive. Employment and incomes were lowest at TB-treatment completion, with limited recovery in the following year: fewer people were in paid work (63.0% (232/368) vs 72.4% (293/405), p=0.006), median incomes were lower (US$44.13 (IQR: US$0–US$106.15) vs US$72.20 (IQR: US$26.71–US$173.29), p<0.001), and more patients were living in poverty (earning <US$1.90/day: 57.7% (211/366) vs 41.6% (166/399), p<0.001) 1 year after TB-treatment completion compared with before TB-disease onset. Half of the participants (50.5%, 184/368) reported ongoing dissaving (use of savings, selling assets, borrowing money) and 9.5% (35/368) reported school interruptions in the year after TB-treatment completion. Twenty-one participants completed in-depth interviews. Reported barriers to economic recovery included financial insecurity, challenges rebuilding business relationships, residual physical morbidity and stigma.ConclusionsTB-affected households remain economically vulnerable even after TB-treatment completion, with limited recovery in income and employment, persistent financial strain requiring dissaving, and ongoing school interruptions. Measures of the economic impact of TB disease should include the post-TB period. Interventions to protect the long-term health and livelihoods of TB survivors must be explored.


2007 ◽  
Vol 35 (69_suppl) ◽  
pp. 35-44 ◽  
Author(s):  
Samuel J. Clark ◽  
Mark A. Collinson ◽  
Kathleen Kahn ◽  
Kyle Drullinger ◽  
Stephen M. Tollman

Aim: To examine the hypothesis that circular labour migrants who become seriously ill while living away from home return to their rural homes to convalesce and possibly to die. Methods: Drawing on longitudinal data collected by the Agincourt health and demographic surveillance system in rural northeastern South Africa between 1995 and 2004, discrete time event history analysis is used to estimate the likelihood of dying for residents, short-term returning migrants, and long-term returning migrants controlling for sex, age, and historical period. Results: The annual odds of dying for short-term returning migrants are generally 1.1 to 1.9 times (depending on period, sex, and age) higher than those of residents and long-term returning migrants, and these differences are generally highly statistically significant. Further supporting the hypothesis is the fact that the proportion of HIV/TB deaths among short-term returning migrants increases dramatically as time progresses, and short-term returning migrants account for an increasing proportion of all HIV/TB deaths. Conclusions: This evidence strongly suggests that increasing numbers of circular labour migrants of prime working age are becoming ill in the urban areas where they work and coming home to be cared for and eventually to die in the rural areas where their families live. This shifts the burden of caring for them in their terminal illness to their families and the rural healthcare system with significant consequences for the distribution and allocation of health care resources.


1980 ◽  
Vol 33 (1) ◽  
pp. 23-29
Author(s):  
Angus Hislop

This paper is based mainly on a study carried out in 1976/7 for the UK Department of Industry into the long-term development of air traffic control systems in Europe by a team drawn from the Civil Aviation Authority, the Royal Signals and Radar Establishment and private industry, in which Coopers and Lybrand provided the economic expertise.Until the early 1970s, air traffic control was almost completely neglected by air transport economists. Economists contributed to the planning of airports and airline operations but not to the third facet of the air transport system. However, in 1970–1, in conjunction with a programme of expansion and improvement of the country's airports and airways, the US Department of Transportation launched a major study of the airport and airways system. This was designed to establish an equitable charging policy between the different categories of user but in the event its recommendations in this area have only recently begun to be followed.


Author(s):  
Prasada Rao Rangaraju

In collaboration with FHWA, the Minnesota Department of Transportation (Mn/DOT) has successfully completed its first experimental high-performance concrete pavement (HPCP) project under the Testing and Evaluation Program (TE-30). This project is one of the 22 projects funded under the TE-30 Program. With a structural design life of 60 years, this HPCP is unique in that it incorporates significant changes to the existing Mn/DOT specifications on concrete materials. Some of the new materials-related specifications developed as a part of this project are based on performance criteria that influence long-term durability of the pavement structure. The background and considerations for selecting the new performance measures are discussed, and test results are presented that evaluate the practical feasibility of establishing and achieving the performance specifications.


Author(s):  
Saeed Babanajad ◽  
Yun Bai ◽  
Helmut Wenzel ◽  
Moritz Wenzel ◽  
Hooman Parvardeh ◽  
...  

The effective management of bridges requires a good understanding of their life expectancies. Improved prediction of bridge service life is required to be developed in order to better understand bridge deterioration and to find more effective maintenance and repair strategies. These models are integral components of the Long-Term Bridge Performance Program (LTBP), a 20-year research effort initiated by the U.S. Federal Highway Administration (FHWA) to improve the understanding of bridge performance. In this paper, the development of a life expectancy model framework, as part of the research effort in this program, is presented. The framework is established based on a semi-probabilistic approach to adherently maintain the advantages of both deterministic and probabilistic techniques. The modeling follows a step-by-step process which incorporates data collected from historical records, training the data, creating a model based on the most suitable approach, and reducing the associated uncertainties. The basic model is first trained by the network of bridge inventory and the uncertainties are reflected by determining lower and upper margins. Then the model is improved by introducing the new knowledge gained from the external attributes influencing the structure. Finally, the condition states of the bridge components are employed directly to refine the model for realistic assessment. The developed model is later automated into the Bridge Portal, the main core of the bridge-performance data warehouse. A detailed example using the Mid-Atlantic cluster bridge inventory data is presented in this paper to illustrate the application of the method described above.


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