Guidelines for Implementing Managed Lanes (2016) / Chapter Skim
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Pages 105-125
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From page 105... ...
105 Operations and Maintenance General Operations Issues Managed lanes must rely upon a high level of operations that integrate managed lane design, policy, and technology. The operations documentation for the managed lanes describes and implements the desired characteristics, components, and requirements for the long-term function of the system and, by nature, will change over the life of the project.
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106 issues and actions affecting managed lane design and operations. Furthermore, to encapsulate new information as managed lanes are planned, designed, constructed, operated, and maintained, the concept of operations is typically developed to be a living document so that the underlying framework can continually be revised and enhanced to improve the effectiveness of the facility.
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107 • Why -- What is the problem or opportunity addressed by the system? • How -- How will the system be developed, operated, and maintained?
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108 revenue forecasting is an essential and core component of the concept of operations for the project. Chapter 2: Planning Considerations provides a more detailed examination of the traffic and revenue forecasting for managed lanes; however, this section describes its usefulness for operations considerations.
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109 not been defined in a holistic manner. Achieving the optimum performance for all operating parameters is rarely possible, and the interplay between desirable performance objectives must be understood to achieve an overall optimum result.
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110 Pricing Pros Cons Dynamic • Traffic responsive (responds to realtime traffic) • Ability to handle traffic spikes under special events (e.g., sports activities)
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111 For example, while the facility may be priced at a moment in time at $0.21 per mile, providing the driver with a total for a given length of the road may be a clearer message. Therefore, for a 5-mi segment, $0.21 per mile may be related as a $1.05 toll to the driver.
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From page 112... ...
112 The pros and cons of each of these options are shown in Table 13. Pricing Changes Levels of transportation demand are constantly changing, typically increasing; however, decreases can occur.
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113 toll is applied may indicate that the algorithm is not reacting quickly enough to changing conditions or is improperly balanced by its variables. In this case, the toll charge may be appropriate; however, the rate change should have been in place more quickly.
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114 Operations pertaining to HOV eligibility have been addressed in NCHRP Report 414: HOV Systems Manual, which continues to serve as the primary guidance for such vehicle eligibility (3)
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115 vation and maintenance, transponder sales, and violation payment should be available at the walk-in facility. It should be noted that not all managed lane facilities provide a walk-in option.
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116 managed lanes authorized under 23 U.S.C. 166 require sponsor agencies to change the managed lane operation policies, including minimum occupancy, hours of operation, pricing, and exceptions, for any managed lanes that degrade beyond defined performance minimums.
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From page 117... ...
117 current practice has yielded the development of an enforcement monitoring template that can be incorporated within various toll system designs. More details on enforcement area design can be found in Chapter 3.
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From page 118... ...
118 constraints, and capital budgets, with more detailed information available in Chapter 3. How access is managed is one of the more critical elements affecting the performance and public acceptance of a managed lane.
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119 problems when the business rules are applied by agency personnel. • Violation Processing.
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120 enforcement of occupancy violations to be performed manually in the managed lane itself, often under conditions that are less than ideal for the officer and the driver. Controls are placed on managed lane use so that performance objectives are met.
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121 NCHRP Report 777: A Guide to Regional Transportation Planning for Disasters, Emergencies, and Significant Events (117)
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122 concert with the general-purpose lanes, and be operated to maximize throughput across all lanes of travel. For corridors or facilities where such events may be likely to occur, consideration in the concept of operations is critical.
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123 guide reflects the decisions that managed lane operators have implemented as current practice, the need for performance monitoring to inform future design decisions and refinements is critical during the planning and conceptualization process. Such a program of regular, recurring performance monitoring will help effect changes in the planning, design, and operations stages.
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From page 124... ...
124 travel speeds with the target speed being 45 mph or greater 90% of the time in the managed lane. Achieving this reliability target is what attracts users to a managed lane and serves as a reason to pay a toll, form a carpool, or utilize transit in the facility.
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From page 125... ...
125 tional group or third party may offer better performance. This delineation of responsibility is shown in Table 20.
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