Contra-Flow Operations Bay Bridge
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Manual on Uniform Traffic Control Devices Manual on Uniform Traffic
MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration for Streets and Highways Control Devices Manual on Uniform Traffic Dotted line indicates edge of binder spine. MM UU TT CC DD U.S. Department of Transportation Federal Highway Administration MManualanual onon UUniformniform TTrafficraffic CControlontrol DDevicesevices forfor StreetsStreets andand HighwaysHighways U.S. Department of Transportation Federal Highway Administration 2003 Edition Page i The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administrator as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d), 114(a), 217, 315, and 402(a), 23 CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2). Addresses for Publications Referenced in the MUTCD American Association of State Highway and Transportation Officials (AASHTO) 444 North Capitol Street, NW, Suite 249 Washington, DC 20001 www.transportation.org American Railway Engineering and Maintenance-of-Way Association (AREMA) 8201 Corporate Drive, Suite 1125 Landover, MD 20785-2230 www.arema.org Federal Highway Administration Report Center Facsimile number: 301.577.1421 [email protected] Illuminating Engineering Society (IES) 120 Wall Street, Floor 17 New York, NY 10005 www.iesna.org Institute of Makers of Explosives 1120 19th Street, NW, Suite 310 Washington, DC 20036-3605 www.ime.org Institute of Transportation Engineers -
Module 6. Hov Treatments
Manual TABLE OF CONTENTS Module 6. TABLE OF CONTENTS MODULE 6. HOV TREATMENTS TABLE OF CONTENTS 6.1 INTRODUCTION ............................................ 6-5 TREATMENTS ..................................................... 6-6 MODULE OBJECTIVES ............................................. 6-6 MODULE SCOPE ................................................... 6-7 6.2 DESIGN PROCESS .......................................... 6-7 IDENTIFY PROBLEMS/NEEDS ....................................... 6-7 IDENTIFICATION OF PARTNERS .................................... 6-8 CONSENSUS BUILDING ........................................... 6-10 ESTABLISH GOALS AND OBJECTIVES ............................... 6-10 ESTABLISH PERFORMANCE CRITERIA / MOES ....................... 6-10 DEFINE FUNCTIONAL REQUIREMENTS ............................. 6-11 IDENTIFY AND SCREEN TECHNOLOGY ............................. 6-11 System Planning ................................................. 6-13 IMPLEMENTATION ............................................... 6-15 EVALUATION .................................................... 6-16 6.3 TECHNIQUES AND TECHNOLOGIES .................. 6-18 HOV FACILITIES ................................................. 6-18 Operational Considerations ......................................... 6-18 HOV Roadway Operations ...................................... 6-20 Operating Efficiency .......................................... 6-20 Considerations for 2+ Versus 3+ Occupancy Requirement ............. 6-20 Hours of Operations .......................................... -
Potential Managed Lane Alternatives
Potential Managed Lane Alternatives 10/13/2017 Typical Section Between Junctions Existing Typical Section Looking North* *NLSD between Grand and Montrose Avenues is depicted. 1 Managed Lanes Managed Lanes (Options that convert one or more existing general purpose lanes to a managed lane to provide high mobility for buses and some autos) Potential managed lane roadway designs: • Option A – Three‐plus‐One Managed Lane (Bus‐only or Bus & Auto) • Option B –Two‐plus‐Two Managed Lanes • Option C – Three‐plus‐Two Reversible Managed Lanes • Option D – Four‐plus‐One Moveable Contraflow Lane (NB and SB, or SB Only) 2 1 10/13/2017 Option A – 3+1 Bus‐Only Managed Lane* Proposed Typical Section Looking North Between Junctions** *Converts one general purpose lane in each direction to a Bus‐Only Managed Lane. **NLSD between Grand and Montrose Avenues is depicted. 3 3+1 Bus‐Only Managed Lane • Benefits o Bus travel speeds would be unencumbered by vehicle speeds in adjacent travel lanes (same transit performance as Dedicated Transitway on Left Side) o Bus lanes would be available at all times and would not be affected by police or disabled vehicles o Bus lanes combined with exclusive bus‐only queue‐jump lanes at junctions would minimize bus travel times and maximize transit service reliability o Forward‐compatible with future light rail transit option • Challenges o Conversion of general purpose traffic lane to bus‐only operation will divert some traffic onto remaining NLSD lanes and/or adjacent street network 4 2 10/13/2017 Option A – 3+1 Managed Lane* Proposed Typical Section Looking North Between Junctions** *Converts one general purpose lane in each direction to a Shared Bus/Auto Managed Lane. -
Summary of 2015 Anticipated Special Event Street Closures
SUMMARY OF 2015 ANTICIPATED SPECIAL EVENT STREET CLOSURES City of Bristol, Tennessee Last updated Monday, July 13, 2015. Friday, July 17, 2015 – Fifth Border Bash. State Street between Martin Luther King, Jr. Boulevard and 6th Street/Moore Street will be closed from 4:00 p.m. to approximately 1 1 :00 p.m. for the Border Bash event. One-half block sections of Lee Street and Bank Street adjacent to State Street will also be closed. Parking will be restricted on State Street between 5th Street/Lee Street and 6th Street/Moore Street; on far southern Lee Street; on westbound State Street between Moore Street and the bank entrance; and the northernmost parking space on 6th Street, all after 1:45 p.m. 5th Street itself is not closed, but there will be no access to it from State Street or Lee Street during the closure period. Eastbound State Street left turns to northbound Moore Street, typically prohibited, will be permitted while State Street is closed for this event. Motorists should also be aware of a right lane closure on southbound Martin Luther King, Jr. Boulevard in Virginia approaching State Street during this time. Saturday, July 18, 2015 - SonShine KidsFest at Anderson Park. For this event, the two-lane roadways surrounding Anderson Park will be closed from 7:00 a.m. to 6:00 p.m. (Olive Street; the dead-end block of 5th Street north of Olive Street; and Alabama Street between Olive Street and Martin Luther King, Jr. Boulevard). Martin Luther King, Jr. Boulevard will remain open to traffic. -
Freeway Management and Operations Handbook September 2003 (See Revision History Page for Chapter Updates) 6
FREEWAY MANAGEMENT AND OPERATIONS HANDBOOK FINAL REPORT September 2003 (Updated June 2006) Notice This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. This report does not constitute a standard, specification, or regulation. The United States Government does not endorse products or manufacturers. Trade and manufacturers’ names appear in this report only because they are considered essential to the object of the document. 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA-OP-04-003 4. Title and Subtitle 5. Report Date Freeway Management and Operations Handbook September 2003 (see Revision History page for chapter updates) 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Louis G. Neudorff, P.E, Jeffrey E. Randall, P.E., Robert Reiss, P..E, Robert Report Gordon, P.E. 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Siemens ITS Suite 1900 11. Contract or Grant No. 2 Penn Plaza New York, NY 10121 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Office of Transportation Management Research Federal Highway Administration Room 3404 HOTM 400 Seventh Street, S.W. 14. Sponsoring Agency Code Washington D.C., 20590 15. Supplementary Notes Jon Obenberger, FHWA Office of Transportation Management, Contracting Officers Technical Representative (COTR) 16. Abstract This document is the third such handbook for freeway management and operations. It is intended to be an introductory manual – a resource document that provides an overview of the various institutional and technical issues associated with the planning, design, implementation, operation, and management of a freeway network. -
Dynamic Lane Reversal in Traffic Management
To appear in Proceedings of the 14th IEEE ITS Conference (ITSC 2011), Washington DC, USA, October 2011. Dynamic Lane Reversal in Traffic Management Matthew Hausknecht, Tsz-Chiu Au, Peter Stone David Fajardo, Travis Waller Department of Computer Science School of Civil and Environmental Engineering University of Texas at Austin University of New South Wales {mhauskn,chiu,pstone}@cs.utexas.edu {davidfajardo2,s.travis.waller}@gmail.com Abstract— Contraflow lane reversal—the reversal of lanes in order to temporarily increase the capacity of congested roads— can effectively mitigate traffic congestion during rush hour and emergency evacuation. However, contraflow lane reversal deployed in several cities are designed for specific traffic patterns at specific hours, and do not adapt to fluctuations in actual traffic. Motivated by recent advances in autonomous Fig. 1. An illustration of contraflow lane reversal (cars are driving on vehicle technology, we propose a framework for dynamic lane the right side of the road). The total capacity of the road is increased by reversal in which the lane directionality is updated quickly and approximately 50% by reversing the directionality of a middle lane. automatically in response to instantaneous traffic conditions recorded by traffic sensors. We analyze the conditions under systems, more aggressive contraflow lane reversal strategies which dynamic lane reversal is effective and propose an integer can be implemented to improve traffic flow of a city without linear programming formulation and a bi-level programming increasing the amount of land dedicated to transportation. formulation to compute the optimal lane reversal configuration An important component of implementing dynamic lane that maximizes the traffic flow. -
Chapter 6. Bicycling Infrastructure for Mass Cycling: a Transatlantic Comparison
Chapter 6. Bicycling Infrastructure for Mass Cycling: A Transatlantic Comparison Peter G. Furth Introduction For the bicycle to be useful for transportation, bicyclists need adequate route infrastructure – roads and paths on which to get places. In the 1890’s, when bicycling first became popular, bicyclists’ chief need was better paved roads. In the present era, however, it is not poor pavement but fast and heavy motor traffic that restricts cyclists’ ability to get places safely (Jacobsen 2009), as discussed in chapter 7. European and American policy has strongly diverged on how to address this challenge. In many European countries including the Netherlands, Germany, Denmark, and Sweden, cyclists’ need for separation from fast, heavy traffic is considered a fundamental principle of road safety. This has led to systematic traffic calming on local streets and, along busier streets, the provision of a vast network of “cycle tracks” – bicycle paths that are physically separated from motor traffic and distinct from the sidewalk. Cycle tracks (see Figures 6.1-6.3) may be at street level, separated from moving traffic by a raised median, a parking lane, or candlestick bollards; at sidewalk level, separated from the sidewalk by vertical elements (e.g., light poles), hardscape, a change in pavement or a painted line; or at an intermediate level, a curb step above the street, but also s small curb step below the sidewalk. [Figure 6.1 here] [Figure 6.2 here] [Figure 6.3 goes here] The success of this combination of traffic calming and cycle tracks has been well documented; for example, chapter 2 shows that the percentage of trips taken by bicycle, while less than one percent in the U.S., exceeds 10 percent in several European countries, reaching 27% in the Netherlands, while at the same time their bicycling fatality rate (fatalities per 1,000,000 km of bicycling) is several times less than in the U.S. -
City of Santa Cruz Transportation and Public Works Commission Agenda Report
CITY OF SANTA CRUZ TRANSPORTATION AND PUBLIC WORKS COMMISSION AGENDA REPORT DATE: March 10, 2016 AGENDA OF: March 21, 2016 DEPARTMENT: Public Works SUBJECT: Pilot Proposal to Change the Direction of Certain Segments of Pacific Avenue and Related Side Streets to Facilitate Southbound Wayfinding (ED/PW/CN) RECOMMENDATION: That the Commission consider and recommend that City Council: 1) Approve or disapprove changing the direction of Pacific Avenue to one-way southbound between Church and Cathcart Streets, 2) If approved, prioritize the project in the FY 2017-19 Capital Improvement Program, with or without private funding, and 3) If approved, recommend installation of a northbound bicycle contraflow lane. BACKGROUND: In September 2011 the City released a Santa Cruz Retail Market Study completed by national retail expert Robert Gibbs that indicated that conversion from the existing street configuration of Pacific Avenue to full two-way traffic would bolster sales and improve overall wayfinding. Since the release of the study, downtown business and property owners have been interested in analyzing the possibility of converting Pacific Avenue to two-way traffic. In late 2011, the City Council held a study session in which Council directed staff to analyze the possibility of converting Pacific Avenue to two-way traffic. Following multiple traffic tests on Pacific Avenue it was clearly demonstrated that a two-way Pacific Avenue was neither safe nor feasible with parking on both sides of the street. Following the traffic tests, effort focused on the possibility of one-way traffic along Pacific Avenue, but insufficient interest among a majority of stakeholders resulted in the proposal being tabled. -
TCQSM Part 8
Transit Capacity and Quality of Service Manual—2nd Edition PART 8 GLOSSARY This part of the manual presents definitions for the various transit terms discussed and referenced in the manual. Other important terms related to transit planning and operations are included so that this glossary can serve as a readily accessible and easily updated resource for transit applications beyond the evaluation of transit capacity and quality of service. As a result, this glossary includes local definitions and local terminology, even when these may be inconsistent with formal usage in the manual. Many systems have their own specific, historically derived, terminology: a motorman and guard on one system can be an operator and conductor on another. Modal definitions can be confusing. What is clearly light rail by definition may be termed streetcar, semi-metro, or rapid transit in a specific city. It is recommended that in these cases local usage should prevail. AADT — annual average daily ATP — automatic train protection. AADT—accessibility, transit traffic; see traffic, annual average ATS — automatic train supervision; daily. automatic train stop system. AAR — Association of ATU — Amalgamated Transit Union; see American Railroads; see union, transit. Aorganizations, Association of American Railroads. AVL — automatic vehicle location system. AASHTO — American Association of State AW0, AW1, AW2, AW3 — see car, weight Highway and Transportation Officials; see designations. organizations, American Association of State Highway and Transportation Officials. absolute block — see block, absolute. AAWDT — annual average weekday traffic; absolute permissive block — see block, see traffic, annual average weekday. absolute permissive. ABS — automatic block signal; see control acceleration — increase in velocity per unit system, automatic block signal. -
Transit Contraflow Feasibility Study, June 2002 Final Report
TRANSIT CONTRAFLOW FEASIBILITY STUDY FINAL REPORT Prepared For: Prepared By: June 2002 TRANSIT CONTRAFLOW FEASIBILITY STUDY FINAL REPORT Prepared For: Prepared By: June 2002 TABLE OF CONTENTS INTRODUCTION........................................................................................................................... 1 LITERATURE RESEARCH........................................................................................................... 3 Past Miami-Dade County Bus Priority Efforts............................................................................ 3 NW 7th Avenue Express Bus (Orange Streaker) Priority System............................................ 3 U.S. 1 Express Bus (Blue Dash) Priority System.................................................................... 7 Flagler Street Reversible Flow Study...................................................................................... 8 Bus Contraflow Lanes on Arterials ............................................................................................. 9 Pittsburgh Contraflow Bus Lanes............................................................................................ 9 San Francisco, Sansome Street Contraflow Transit Lane ..................................................... 10 Minneapolis Downtown Contraflow Bus Lanes ................................................................... 12 Los Angeles, Spring Street Contraflow Bus Lane................................................................. 13 San Juan, Puerto Rico, Contraflow Lanes -
I-495 & I-270 Managed Lanes Study: Alternatives Slide Presentation
WELCOME Please take a seat 1 Alternatives Public Workshop for the I-495 & I-270 Managed Lanes Study 2 Lisa Choplin, DBIA Director, I-495 & I-270 P3 Office Jeff Folden, PE, DBIA Deputy Director, I-495 & I-270 P3 Office 3 Purpose of Today’s Workshop • Provide update on Study Status and Schedule • Present Preliminary Range of Alternatives • Provide summary of Purpose and Need • Present Screening Criteria to evaluate alternatives Future meetings will focus on detailed alternatives and environmental/property information 4 What is the Traffic Relief Plan (TRP)? • To address Maryland’s congestion, a balanced approach to transportation infrastructure improvements is needed for both transit and highways • MDOT is moving forward with $5.6 B Purple Line LRT construction and providing over $1.5 B in funding for Metro • The TRP is an ambitious plan to bring innovative solutions to address the transportation challenges on Maryland’s most congested roads: I-495, I-270, MD 295, I-695, I-95, and other major corridors • Congestion on these routes has a region-wide effect on other transportation modes, including transit 5 Traffic Conditions - Existing • Top 5 highest volume freeway sections in 8 AM 5 PM Maryland are within study area • Today, on average, severe congestion lasts for 7 hours each day on I-270 and 10 hours each day on I-495 • Study area includes several of the most unreliable freeway sections in Maryland (highly variable travel times day to day) • Many sections experience speeds less than Speed (mph) 15 mph under existing conditions and traffic -
Guidance for Future Design of Freeways with High-Occupancy Vehicle (Hov) Lanes Based on an Analysis of Crash Data from Dallas, Texas
Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-05/0-4434-P1 4. Title and Subtitle 5. Report Date GUIDANCE FOR FUTURE DESIGN OF FREEWAYS WITH HIGH- September 2003 OCCUPANCY VEHICLE (HOV) LANES BASED ON AN Resubmitted: May 2004 ANALYSIS OF CRASH DATA FROM DALLAS, TEXAS 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. A. Scott Cothron, Stephen E. Ranft, Carol H. Walters, David W. Fenno, Product 0-4434-P1 and Dominique Lord 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project 0-4434 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Product Research and Technology Implementation Office 14. Sponsoring Agency Code P. O. Box 5080 Austin, Texas 78763-5080 15. Supplementary Notes Performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Safety Evaluation of HOV Lane Design Elements 16. Abstract In Texas, high-occupancy vehicle (HOV) lanes have emerged as an integral part of the state’s current and future transportation system to aid urban mobility. As a result, the issue of HOV lane design and the influence of design on safety has become the focus of much attention in the transportation community. This document provides guidance for future design of freeways with HOV lanes based on an analysis of crash data from Dallas, Texas. This guidance indicates desirable corridor characteristics when considering HOV lane implementation and recommends roadway cross-sections when implementing HOV lanes similar to those in operation in Dallas, Texas.