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1.0 Introduction

1.5 Use of Documentation

This report contains two primary components, a review of the state-of-the-practice and a derivation of proposed guidelines primarily based on the design elements surveyed for this Project and researched from related literature. The guidelines presented in this report are a synthesis of this information by the authors. While the accuracy of the information gathered and presented in this report has survived a reasonableness test by the author’s peers, the accuracy of the information presented has not been field verified. This report does not constitute a standard, specification, or regulation.

Operating agencies of toll plaza facilities must consider the suitability of the guidelines to their facility and fully assess the implications if an implementation follows one or more guideline(s). Changes to existing plazas may result in user confusion, depending on the nature of the change. Consequently, it is important to consider any changes in the context of the overall System if an agency operates more than one toll plaza, to maintain uniformity throughout the entire network.

The following chapters address the subject topics for mainline, ramp, bridge and tunnel toll plazas even though the survey focused on mainline plazas for roadways, bridges and tunnels. “Qualifiers” are used when appropriate, as non-mainline plazas have more unique factors to address. Plazas on ramps or interchanges vary greatly in size, depending on the facility. Though ramps usually have lower design speeds than mainline sections, curved sections and other geometric challenges are common. Toll plazas for bridges and tunnels are typically situated at the extremities of these facilities, sometimes only on one side and in one direction. Bridges and tunnels often have limited right-of-way and constrained space overall to accommodate toll plazas. In addition, the feeder routes into some bridges and tunnels are not high-speed roadways.

It should be noted that visibility, design speeds and geometric constraints may greatly affect any recommended guidelines, and engineering judgment should always be used in the application of traffic control strategies and deployment of devices.

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