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    cjcd_-_GJ_-_Geometric_Design.pdf

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    © All Rights Reserved
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    17 views98 pages

    CJCD - GJ - Geometric Design PDF

    Uploaded by

    Ray Gong
    cjcd_-_GJ_-_Geometric_Design.pdf

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    of 98
    CHAPTER G HOV LANES CHAPTER G HOV LANES. G1 OPERATIONAL PLANNING CONSIDERATIONS . . G.1.1 BACKGROUND... . . . Go : 5 - ant G.1.1.1 Introduction. Gt GAZ Definition... 6... eevee eee ee eee ees ee ee ord) G.1.43 Goals and Objectives 7 ot G.1.1.3.1 HOV Program art G2 KEY PLANNINGISSUES ......-.......005 ona G.121 The Provision of HOV Lanes + Gta 6.122 Freeway Expansion Versus Lane Conversion GLa G.123 Reserved Bus Lanes Versus Occupancy Rates of 2+ / 3+ Lanes. ee Ole 1.24 Use of HOV Lanes by Trucks. . as G13 OPERATIONAL POLICIES. . O15 G.1.3.1 Eligible Vehicles... . . os @1.32 Vehicle Occupancy .. . as G.1.32.1 Operational Capacity . . G.1.3.22 Minimum Lane Usage . . cee OE @.1.4 ENFORCEMENT NEEDS. eee a7 G2 DESIGN GUIDELINES . . e+ GRA G.2.1 FREEWAY HOV LANE DESIGN CONCEPTS G.21.4 Concurrent Flow -Median Lane . . 212 Concurrent Flow- Right Lane . 213 Reversible Flow . G214 Queue Bypass -Main Line... G.2.1.5 Motored Freeway Entrance Ramps. . . . . G22 G.2.15.1 General : e212 82.182 Crossing Road Exit Terminal and Transition Zone. 3 @242 94-08 o 6.2.1.6 Separate HOV Roadway... . . a22 a23 94.06 CHAPTER G HOV LANES 6.2.1.5. Freeway Entrance Terminal and Transition Zone... 62-12 62.154 Ramp Cross-Section. . e213 62155 Safety Measures .. ve 243 vee @247 HOV LANE ACCESS/EGRESS PROVISIONS . . 221 At-Grade Access - Median HOV Lane . G.22.1.1 Continuous Access . . G.22.1.2 Designated Weaving Zone . . . . @.22.1.3 Dedicated Weaving Lane... . . 6.22.14 Designated Access Point... . . doa 6222 222 At-Grade Right Side HOV Lane. 02-22 G22 Grade Sepersted Access . . 223.1 Direct Ramp From Crossing Road... . . ; 2232 Ramps to Parallel Routes / Off-Line Nodes . . 224 Terminal Points. G.224.1 StartofHOV Lane... . 6.2242 End of HOV Lane. . . 225 Freeway-to-Freeway interchanges . TRANSIT FACILITIES ....... cee 23.1 OrLine Stations G23.2 _Off-Line/Interchange Interfaces . . 2.3.3 Bus interface at Parclo "A" Interchanges . 6.23.1 Selection of interface Type . - - G.2,3.32 Operational Considerations. 02333 Staging Considerations 62-53 62334 Design Standards - General. . - 6253 622.5 Horizontal Alignment . 02.58 623.36 Vertial Alignment . 62.54 62337 Turning Vehicle Pathe. = 0256 CHAPTER G HOV LANES. 2338 Safety and Security Measures . . 6.2.3.3. Interface Location . 6.24 FREEWAY TRAFFIC OPERATIONAL AND SAFETY SYSTEMS 62-59 8.24.1 FTMS Applications and Overview . 0259 242 Imoldent Management... 0.2... eee eee ee voce 6261 GO) Cn pope opsosoeedrnsennesaacnonsoaconons 2 0261 e261 G.2.43.1 Pavement Markings . 6.244 Enforcement Facilities. . . . G24 illumination . . . - 0264 G246 Maintenance . G3 HOVPRIORITY PROGRAMS . . 94.06 ra a4 a4 G22 BRRE 94-08, CHAPTER G HOV LANES LIST OF TABLES. HOV Program. Typical Goals and Objectives... 6... 2.0 eee eee cece eee eee ors Width Factors used in Capacity and Level of Service Calculations . ozs Guidelines for Restricted Section to Retrofit a Median HOV Facility (Concurrent Flow) . . . . . a26 Guidelines for Restricted Section to Retrofit a Median HOV Facility (Reversible Flow)... . . 4210 Key Design Issues for Separate HOV Roadways. Application of HOV Lane Access Provisions . . Guidelines for HOV Lane Wesving Zones. . Freeway Tratfle Management Systems . @24 a22 oa4 ozs G28 27 e210 ean e2t2 e213 casa cass eas e247 o28 e219 94-06 CHAPTER G HOV LANES. HOV Conceptual Alternatives. ‘Two-Way Barrier-Separated HOV Facility Cross-Sections ‘Two-Way Butfer-Separated HOV Facility Cross-Sections. HOV Lanes at Median Pier . . Right Side HOV Lane Reversible HOV Lanes. "Parclo A” Interchange with Bypass Lanes. . . . Crossing Road Exit Terminals at "Parcio A" interchanges Freeway Entrance Terminals with Bypass Lanes Designated Weaving Zone for Buffer Separated HOV Lanes . Dedicated Weaving Lane for Butfer-Separated HOV Lane Access. Dedicated Weaving Lane for Barrier-Separated HOV Lane Access Right Side HOV Lane - Through Treatment at interchange Ramps. Right Side HOV Lane Access/Egress at Interchange Ramps... . ‘Two-Way Median Ramp for a Butfer-Separated HOV Facility. . . . ‘Median HOV Two-Way Ramp Cross-Sections . Median HOV Two-Way Ramp Cross-Sections . ‘Median HOV Reversible Ramp Cross-Sections. Medi HOV Reversible Ramp Cross-Sections, .....---. 6-505 Direct Median Ramp at Crossing Roads. HOV Direct Ramp/interchange Combinations . HOV Direct Rampiinterchange Combinations ............ HOV Direct Ramp/interchange Combinations . Direct Ramp from Parclo "A" Entry Ramp to Median HOV Lane... . . . . InjOut Ramp Between Median HOV Lane and Off-Line Activity Centre ......... Direct Ramp to Off ine Parking/Transit Node at Parcio "A" interchange. . “Tee” Ramp for Direct Access Between Median HOV Lane and Off-Line Facility . . . oat G23 a4 +. G27 = 0241 = 0214 + G25 + 6246 = 6219 62-27 62-28 = 6229 6200 +6231 6292 0243 62-40 42.28 42.29 2.30 e231 e233 2a o2as e226 e2a7 6238 e230 e240 94-06 CHAPTER G HOV LANES AIST OF FIGURES. Reversible Median “Tee” Ramp . ce G21 Freeway to Freeway Interchange with Direct HOV Lane Connection (Major Move Only) . . . . .G2-42 Median On-Line Transit Station... . e248 On-Line Transit Stop for Right Side RBL . . .. e245 Freeway Interchange Bus interface Type |. oes eee eee e eee ete eee ee eres 247 Freeway Interchange Bus Interface Type Il. . - wee 248 Freeway Interchange Bus Interface Type Il... 62-49 Interface of Freeway and Local Bus Services at "Parcio A" Intorchanges (Type | & Il)... . 62-50 Interface of Freeway and Local Bus Services at “Parclo A" interchanges (Type I) e251 ve 0256 ‘Typical Profile of Interchange with Bus interface Types I, I & Ill Artenal Bus Bays. ‘Staged Development Transit Station . . High-Speed Enforcement Areas . . . HOV LANES G1 OPERATIONAL PLANNING CONSIDERATIONS 1.1 BACKGROUND GA1.4.1 Introduction Incorporating high-occupancy vehicle (HOV) facilties into the freeway system is one means of improving the ‘9perational conditions on freeways, ‘Among the many programs, policies, and facitios ‘which can be used to encourage or require Improved ‘accupancy rates, the provision of lanes dedicated to Use by the preferred vehicle types - High Occupancy Vehicle Lanes - in appropriate jocations on provincial freeways can play a major role, The defintion of a “High Occupancy Vehicle" may vary according 10 Ccortidor needs and opportunities, andi may range trom "buses only’ to ‘all vehicles carying two oF more persons’. With no increase in vehicle movement, an HOV lane can cary two or three times as many people 5 a mixed-fiow lane, and at a significantly improved Level of Service. Correspondingly, motorists in current sSaveraly congested mixed flow operation could cut their vehicle usage by half or more and have faster, ore reliable trips by shifting to HOV use. ‘The fact that high levels of HOV use have not occurred ‘naturally in response to increasing congestion (in fac, ‘auto occupancy has continuously dropped for over, ‘two decades even as congestion has risen) hightights, the market-driven nature of HOV facilties. HOV lanes. are not simply physical acities to move large numbers ‘of people; they are agents of change in society, acting 10 induce travelers to use a more efficiont mode than diving alone in a car, thereby producing, on a larger scale, the necessary freeway usage characteristics Which will preserve the abilty of the freeway infrastructure to accommodate current and future demands. For Ontario's freeways to shift towards being person movement corridors from thelr traditional role 2s ‘conduits for vehicle movement, certain physical and ‘operational changes will be necessary, chief among them the provision on HOV lanes where appropriate 6.1.12 Definition ‘The definition of @ “High Occupancy Vehice' is @ Policy decision that can be made on a province-wide, region-wide, or comidor-spectic basis. Buses of a ‘ype, as well as cars and vans carrying a specified ‘minimum number of persons are normally accepted 3s HOVs. Some HOV facilis may, for operational or olcy reasons, restict usage to public transit buses ‘only: mest reeway-based HOV feces define eigible ‘usage by two oF more, three oF more, or four or mors Persons crteria. A spectic province.wide defntion of “High Occupancy Vehicle" would not respond. 94-06 eit OPERATIONAL PLANNING CONSIDERATIONS ‘adequately to local and corridor needs, an recommended. POLICY ‘THE PROVINCE SUPPORTS THE CREATION OF HIGH OCCUPANCY VEHICLE (HOV) LANES ON PROVINCIAL HIGHWAYS AND MUNICIPAL ROADS. 4 CAREFUL EXAMINATION OF THE NEED AND FEASIBILITY OF SUCH LANES WOULD BE NEEDED PRIOR TO THEIR INTRODUCTION IN ANY CORRIDOR. Itis recognized that there is a need to coordinate, plan and develop the HOV lanes in cooperation with appropriate municipalities to ensure proper integration. with the current and future transportation system, It is also recognized that suppor facities, programs. and incentives are essential for the success of HOV lanes. G.1.1.3 Goals and Objectives ‘Any HOV intiative should be considered a subset of a ‘Transportation Demand Management strategy, which is jn tum one aspect of the provincial transportation system. Accordingly, the goals and objectives of an HOV incentive program (ana its components such 23 HOV lanes) must be considered in the context of the ‘overall goals of the provincial transportation system. ‘The provincial HOV policy has the following objectives: ‘+ Maximize the use of existing roads and highways. In the face of growing transportation demand. + Reduce negative environmental effects of automobile commuting. ‘+ Defer the costs for addtional roads, highways and transit ines. + Complement existing and future transit services, eg, feed existing transit terminals (enhance ridership). 6.1.13.1 HOV Program ‘The goals and objectives of any potential provincial {freeway HOV priorty program are related to those of the transportation system 2s @ whole. New elements in the system must be considered in both the short term. (for intial operation or immediate application) and the long term (as targets" in growth situations)time frame. Table G1-1 summarizes the typical HOV goals and bjectives relovant to the Ontario situation. Essentially, they are to accommodate growth without increasing ‘congestion, to reduce energy use, and to improve HOV LANES: transit efficiency by inducing modal shits through making travel times shorter and more ‘eliable ‘compared to available non-HOV alternatives. Ris important to note that, In areas of growth in demand, HOV strategies may not necessarily lead to a reduction 94.06 at2 OPERATIONAL PLANNING CONSIDERATIONS in non-HOV congestion on a particular freeway; latent ‘demand in parallel corridors, tips shifted to ‘shoulder" periods, and growth in use of all vehicle types will {generally fillin any gaps in peak period mixed flow left by shifted HOVs within a short time, HOV LANES: rable Gt-1 OPERATIONAL PLANNING CONSIDERATIONS HOV PAOGRAM - TYPICAL GOALS AND OBJECTIVES promote increased transit usage promote improved integration between ‘existing and proposed transportation ‘services and facies further promote potion redustion and ‘energy conservation on & regional basis support land use planning goals within service area Time Frame Goals Objectives Focus ‘Short Term / improve efficiency, eectivenes, and increase overall ceridor vehicle oooupancy Corridor Specific sefoy of current operation tates and decresee overall corridor travel ‘ime, relative to non HOV akernative + ensure improved person-movernent ‘capability in corridor Identity Freeway Tralflc Management and “Transportation Demand Management + provide for future growth in travel demand | inatves to improve corridor efcioncy + identity tratogios and programs which | + be compatible with environmental and ‘encourage ridesharing and transit use ‘energy policies + identity means to reduce poltion and | + provide for accommodation of increased conserve energy, with respect to forecast | travel demand through the provision of change in energy use preferential facilities in the corridor. + reflect current and proposed land use Improve travel time reliability plans in corridor + safely operate preterentilfecitios + implement protorertialfaciltioe programs without adversely affecting existing corridor opertion + rellect existing market origin destination) pattens Long Term / + promote personal mobility throughout + increase overall regional vehicle occupancy ‘Areawide region tates and decrease average freeway system travel ime relative o non HOV ‘atornative * provide fcities / programs which optimize se ofthe existing and future transpertaion infrastructure + Identity opportunites for intermodal Integration between HOV feciitioe / ‘operations and regional rane systoms + identity opportunities for itoligent Vehicle 1 Highway Systom (VHS) applications + promote concepts / strategies which are ‘compatible wih / supportive of a regional HOV program + be supportive of environmental and energy policies + accommodate growth in demand for travel ‘through the provision of preferential {acilties on the regional freeway network + identity opportuntos for integration of HOV ‘cities wath exiting and future development a3 HOV LANES G12 KEY PLANNING ISSUES G.1.21 The Provision of HOV Lanes ‘The provision of HOV lanes is a policy decision which ster from the needs ofthe transportation systern and ‘he etfecveness of an HOV lane in helping to resolve ‘hose needs. There are sound technical measures Which may be considered in the decision, such as ‘cost, time savings, existing usage, and s0 on; however, there are also planning goals, environmental Tequirements, and community interests. 10 be considered. In this context, the decision to provide an HOV lane can be based on an areawide planning / policy Commitment to not encourage growth in single ‘Occupancy auto travel, of it can be a site-specific response to a congestion situation where an HOV lane is shown to be a better sohtion than any other ‘alternative. In realty, thore is @ balance required between an areawide strategy and the needs and ‘Opportunities of a particular corridor, 1 may be seen that HOV lanes can in fact be applied in many different situations, for various reasons, and ‘with difering outcomes. The provincial freeway Network in Ontario , consists only of QEW and the 400 ‘series highways and in any lccation where regular recurring congestion occurs (i. within and around large urban centres) oF Is anticipated to occur, itis reasonable to consider the HOV lane option. 122 Freeway Expansion Conversion Versus Lane Potentially one of the most contentious issues associated with HOV lane implementation is whether the HOV lane should be a new lane added to the ‘freeway. This question can be answored cifferenty in ferent situations; a solution appropriate to the ‘spactic characteristics of the corridor under study is. required, ‘Tho forces for and against the "takeaway" approach both have sttong arguments. The rationale for converting an existing lane includes: + easily implemented; + low cost; + creates greatest HOV incentive (in part through penalizing non-HOV users); ++ avoids creation of additional road capacity; and > avoids community impact ot road widening. ‘The proponency for building new HOV fanes stems from: ‘+ avoids worsening existing congestion; + minimizes risk; * can be more readily designed to desirable standards; ors OPERATIONAL PLANNING CONSIDERATIONS ‘+ provides long term capacity to accommodate ‘growth; ‘+ realistically reflects current (and foreseeable) pattems of auto use; and, + based on past experience, is poltically / publicly more acceptable, ‘The complex weighing and balancing of such conflicting concerns raquires a detailed understanding Cf the coridor, he communty, public atttudes, and the HOV market under study. It aiso requires a willingness 10 compromise and a recognition that an "ideal solution which resoves all concems will be unattainable Where possible, the greatest public acceptance is obtained by adding a lane for HOV use rather than redesignating an existing mixed flow lane. In the short term, It would be a serious mistake to include conversion of an existing congested freeway lane to HOV use as part of an intial or pilot project in ‘Ontario. The resultant impact on mixed flow trafic ‘congestion would, in all ikeliNood, generate @ severe pubic opinion backlash and diversion to municipal roadways, and would increase, rather than decrease, ‘overall delay, congestion and pollution. These ‘conditions, apart from conflicting with the goals of HOV Priory, pose a significant sisk of having to abandon the project and the investment in it, and would make it ‘exceedingly dificult to expand the HOV network to the extent necessary to begin producing significant Donets. ht should be noted that the proceeding discussion of {freeway conditions does nt necessariy apply to urban, arterial roads, where heavy transit use / presence, significantly more flexible traffic operations, and ‘community acceptance of transit prirty measures may ‘allow greater consideration of ane conversion plans in. appropriate conrdors. @.1.23 Reserved Bus Lanes Versus Occupancy Rates of 2+ / 3+ Lanes. The establishment of a minimum vehicle occupancy Tete for a particular HOV lane is a corridor-speciic

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