Tteng 422 S2021 Module 3: Lane Management

Module 3:
Lane
Management
TTE 422 Traffic Operations - Copyright © 2021 Wael ElDessouki Spring 2021
1. Management Strategies
• Shoulder Lane
• HOV Lane
• Lane Reversal
2. Assessment for Lane
Management Strategies

Lane Management
TTE 422 Traffic Operations - Copyright © 2021 Wael ElDessouki
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Lane Management
What is Managed Lanes?
It can be defined as a combination of operational and design
actions that meet local and regional mobility objectives.
The overall goals of managed lanes are:
1. Improve traffic operations (better LOS)
2. Facilitate movement of people and goods (better LOS)
3. Enhance performance and efficiency (better LOS)
4. Promote air quality goals (Minimize congestion)
5. Improve safety
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Lane Management
Lane management Examples:
1. HOV lanes
2. High-occupancy/Toll (HOT) lanes
3. Dynamic shoulder lanes
4. Express lanes
5. Lane Reversal
6. Truck lanes
7. Interchange bypass lanes (usually transit, HOV or truck only)
8. Dual roadways in which at least one of the roadways is
managed
9. Separate express lane tollways constructed within freeways
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Lane Management
Examples: High Occupancy Vehicles(HOV) Lane
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Lane Management
Examples: Shoulder Use
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Lane Management Examples: Lane Reversal
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Eligibility
 Occupancy restrictions
 Vehicle type restrictions (e.g., buses, vanpools, taxis, carpools)
Access
 Express lanes with limited access
 Contraflow lanes
 Reversible lanes
 Ramp and mainline metering
Pricing
 Decal or sticker registration for use
 Congestion pricing on managed lanes
 Fixed or variable electronic tolling
Lane Management Strategies
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Lane Management
 HOV – High Occupancy Vehicle : a vehicle that is occupied with 3+ individuals
(including the driver)
It can be in one of the following forms:
1. HOV lanes
2. High-occupancy/Toll (HOT) lanes
3. Dynamic shoulder lanes
4. Express lanes
5. Truck lanes
6. Interchange bypass lanes (usually transit, HOV or truck only)
7. Dual roadways in which at least one of the roadways is managed
8. Separate express lane tollways constructed within freeways
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Active traffic management (ATM), generally represented as traffic control
applications that promote safer and more efficient operations, can be
used to support the above strategies.
Examples include:
 Speed advisories and controls
 Dynamic lane assignment
 Dynamic hard shoulder running
 Dynamic route diversion
Lane Management Strategies
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The supporting rational might be one or more of the following:
 A mobility policy that encourages commute choices,.
 A need to allocate limited spatial resources to a higher and better level of performance.
 An inability to manage the lane(s) or roadway through more conventional strategies.
 A willingness to segregate and prioritize some lanes to meet a variety of regional goals.
 A lack of other options for more conventionally expanding capacity among one or more
transportation modes.
 A desire to flexibly address demand over time due to changing traffic and corridor
conditions, often beyond the respective project design year.
 A need for the respective project to cover some of its operation and implementation cost
due largely to limited funding.
Lane Management: Context of Application
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Demand:
Demand for a single dedicated lane needs to meet two thresholds:
1. Enough near-term “opening year” minimum demand needs to exist to
support public acceptance, and
2. Demand for the longer-term should be present to justify
implementation.
The thresholds for demand can vary by concept and by the two
timelines indicated.
Lane Management: Determining Operational
Needs
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Capacity:
 Due to limited capacity: there is a need to manage demand to ensure
maximum utilization of limited capacity
 Managing demand does not mean allowing the lane to reach its vehicle
carrying capacity.
 Managing flow below capacity can better assure travel benefits.
 For Single lane , the maximum managed flow threshold of approximately
1600 to 1650 vehicles/hour/lane (vphpl)
 Multi-lane treatments may obtain somewhat higher values approaching
1700 to 1900 vphpl
Needs
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Capacity:
Needs
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Corridor and System Context :
 managed lanes may be only appropriate at a corridor level in a
region where congestion is limited in duration and extent on the
region’s freeway system
 In larger areas where traffic congestion is systemic to the freeway
network and may regularly recur for many hours, a regional context
to determining operational needs may be appropriate
Needs
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 Provide more mobility options.
 Promote and sustain transit service.
 Reduce dependence on single occupant travel by promoting ridesharing.
 Enhanced travel reliability.
 Address air quality.
 Improve safety.
 Enhance trucking and commerce.
 Augment transportation funding & Generate revenue.
 Improve user information.
 Expand throughput
 Reduce travel delay.
Lane Management: Anticipated Benefits
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Case Studies:
Lane Reversal Assessment
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Impact of Lane Reversal on Highway Capacity & LOS
Operational Case: Existing Facility
Design Input:
Multilane Highway
Number of Lanes = 6 (both directions)
Lane Width = 3.2 m
Median = yes
Shoulders = 0.6
Traffic Volume = 41000 AADT ( K = 0.14 , D= 0.65 )
Topography (i.e. Terrain: Rolling
HV% = 12%, PHF= 0.90, BFFS = 70 km/hr
Design Objective:
Improving Current Level Of Service (LOS)
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Case Studies:
HOV Lane Assessment
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HOV Lane Feasibility Assessment: Example
Data: Evaluate the addition of HOV lane to a given freeway
 Lane width = 3.40 m , #lanes = 6 (3 in each direction) PHF = 0.90
 Truck% = 0 % (Trucks are not allowed during peak hours)
 Basic Free Flow Speed (BFFS) = 100 km/hr,
 Current Volume = 4860 veh/hr , Lateral Clearance = 1.2 m (Right) &
0.6m (Left)
 Interchange density = 0.5 interchange/ km
Occupancy Rate Survey Data:
 Current: 1 person  70%, 2 p.  18%, 3+ p.  12%
 Expected: 1 person  58%, 2 p.  20%, 3+ p.  22%
Estimate the new LOS for the HOV traffic and the average LOS
for the freeway
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Tteng 422 S2021 Module 3: Lane Management

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Tteng 422 S2021 Module 3: Lane Management