Convertible Roadways and Lanes (2004) / Chapter Skim
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Pages 46-68
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From page 46... ...
34 CHAPTER SIX CURRENT STATE OF THE PRACTICE As part of the synthesis, reviews of both published and unpublished sources of literature were conducted. The published sources included more traditional research and assessment literature, such as technical journals, research reports, and practitioner and trade publications.
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35 9 14 5 3 1 8 0 5 10 15 Ty pe s of U se No. of Responding Agencies Emergency Management Homeland Security Management Transit Performance Roadway Construction Congestion Mitigation P lanned Special Events FIGURE 24 Uses of reversible lane facilities.
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36 4 4 14 8 0 5 10 15 Ty pe o f Fa ci lit y No. of Responding Agencies Arterial Roadw ay Freew ay Bridge Tunnel FIGURE 25 Reversible roadway type.
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37 FIGURE 26 Documented standards for reversible roadway facilities. shows an example of a composite sign located along a reversible segment of Canal Road in Washington, D.C.
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38 8 5 4 8 5 5 0 0 2 4 6 8 10 1 Ty p e o f G eo m et ri c D es ig n Number of Res ponding Agencies Others Guardrail Crash A ttenuators Lane Width Lane Delineation Cross -Section Termination A pproach FIGURE 28 Design elements with local design standards and recommendations. versible use can present many design challenges and has resulted in an equal number of unique and unorthodox solutions.
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39 6 3 12 4 4 0 5 10 15 Other Bridge, Tunnel or Turnpike Authority State Dept. of Transportation Local Dept.
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40 sociated with travel time and operating speed and, to a lesser extent, with volume-related evaluations of queue length and level of service. Only two of the surveyed agencies have undertaken studies to assess public opinion relative to the use of reversible lane operation.
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41 7 3 7 0 10 3 0 2 4 6 8 10 12 Ty pe o f A pp lic at io n No. of Responding Agencies Homeland Security Management Emergency Management Transit Performance Roadway Construction Congestion Mitigation Planned Special Event FIGURE 32 Applications of reversible lane systems currently being considered.
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42 time, the predominant travel direction on Canal Road is into the city. During the evening peak-period travel time most travel is outbound.
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43 ized "T" intersection. Vehicles entering that location are channeled into directional preference and are queued and released by a traffic signal.
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44 FIGURE 36 Connecticut Avenue -- reversible lane configuration and hours of operation, Washington, D.C. FIGURE 37 Connecticut Avenue -- transition zone pavement markings, Washington, D.C.
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45 FIGURE 40 Minor approach indicated by a lane-use sign, Connecticut Avenue, Washington, D.C. period, the segment is inspected and, if any vehicles are in the parking lanes, the vehicles are towed.
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46 FIGURE 42 Tyvola Road -- lane-use control signals, Charlotte, N.C. also timed for a travel speed slower than at what most drivers travel.
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47 FIGURE 43 East campus boundary and beginning of the reverse-flow segment, Highland Road, Baton Rouge, La. FIGURE 44 Lane drop of two-way, left-turn lane on the reverse flow segment at the intersection of Highland Road and College Drive, Baton Rouge, La.
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48 FIGURE 45 Downstream two-lane, reverse-flow segment cross section, Highland Road, Baton Rouge, La. driveways intersect with Highland Road, the familiarity of the local residents, coupled with the absence of gaps in the reverse-flow lane, prevents authorized entries into the reverse lane.
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49 FIGURE 46 Reversible segment of the Katy Freeway, Houston, Tex. ["High Occupancy Vehicle (HOV)
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50 towing trailers of any sort, and trucks with more than two axles or a gross weight capacity greater than 1 ton. Entry to or exit from the lane can be accomplished using ramps to and from park-and-ride lots, transit centers, and main-line traffic lanes.
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51 $10.3 million to install; each barrier transfer vehicle cost $650,000. During the morning peak period (6:00 a.m.
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52 ria were available. The opposite configuration is provided from 9:00 p.m.
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53 to stop and limits the accessibility to disabled vehicles in work zones and on bridges. To overcome this problem, MDOT officials required the use of an additional laborer to ride at the front of the barrier as it is moving and to retrieve any potentially hazardous surface debris, as shown in Figure 53.
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54 was recently illustrated in a study of the contraflow evacuation segment out of New Orleans (Theodoulou and Wolshon 2003)
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55 FIGURE 55 Eisenhower Tunnel flip-up signs (nonreverse flow operation) , Summit County, Colo.
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56 come hazards after the shoulder is converted to a travel lane. Although one of the other reasons often cited for not using shoulders is pavement thickness, it is not a problem in this section, because the pavement section of the shoulder was originally designed to accommodate the load of through traffic.
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