Benefits of the Texas Traffic Management (TM) Grant ...€¦ · The Texas Department of Transportation (TxDOT) was the administering agency for the Traffic Management (TM) ... Assistant

TECHNICAL REPORT STANDARD TITLE PAGE

1. Report No. 2. Government Accession No.

Tx.DOT /TTl 8820-2 4. Title and Subtitle

Benefits of The Texas Traffic Management (TM) Grant Program: Volume II. Appendices C - D

3. Recipient's Catalog No.

5. Report Date

November 1993 6. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.

Srinivasa R. Sunkari, Daniel B. Fambro, Carlos A. Lopez, Srinivas M. Sangineni, and Ronald T. Barnes.

9. Performing Organization Name and Address

Texas Transportation Institute The Texas A&M University System College Station, Texas 77843-3135

10. Work Unit No.

11. Contract or Grant No.

Contract No. 91-0146 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered

The Texas Department of Transportation Division of Maintenance and Operations 125 East 11th Street, File D-18 Austin, Texas 78701-2483

15. Supplementary Notes

Program Title: Texas Traffic Management (TM) Grant Program

Final - June 1990 November 1993

14. Sponsoring Agency Code

This Program was conducted in cooperation with the Texas Governor's Energy Office and the U.S. Department of Energy.

16. Abstract

The Texas Department of Transportation (TxDOT) was the administering agency for the Traffic Management (TM) Program, which was funded with Oil Overcharge funds made available by the Governor's Energy Office. The TM Program was approved by the United States Department of Energy as part of a package of transportation-related programs with the objective of reducing energy consumption. This grant program provided the sum of $7.5 million to local city governments across the state for minor geometric improvements at intersections, optimization of traffic signal timing plans, and implementing other traffic management techniques. As stated previously, the program's objective was to reduce traffic congestion and facilitate the flow of traffic, with the goal of achieving more efficient use of energy resources.

With 51 completed projects, the TM Program bas resulted in benefits that will pay for the cost of the program many times over. These benefits were estimated from the required ""Before" and "After" studies that were submitted by the cities. These studies document the major goals of the TM Program -- reductions in fuel consumption and unnecessary delay and stops. All projects were evaluated using the same unit costs. The TM Program resulted in 862 interections in 26 cities being improved; the expenditure of $9.6 million of program funds and local matches; and reductions in fuel consumption, delay, and stops of 18.2 percent (14.9 million gallons), 32.7 percent (13.1 million hours), and 13.1 percent (457 million stops), respectively. The total savings to the public in the form of reduced fuel, delay, and stops will be approximately $152.4 million ($118.6 million in the next year alone). In regard to fuel savings, Texas motorists are realizing $1.55 in savings for every dollar spent, and if stops and delay are included, Texas motorists are realizing $15.81 in savings for every dollar spent. These savings will continue to accrue in future years any without additional expenditures; therefore, the benefits to the public will be even greater.

This report is the second of two volumes. The other volume is: Benefits of Texas Traffic Management (TM) Grant Program: Volume I. Executive Summary and Appendices AB

17. Key Words

Traffic Signal Improvements, Fuel Consumption, Traffic Signal Retiming, PASSER II, PASSER III, TRANSYT

18. Distribution Statement

No restrictions. This document is available to the public through the National Technical Information Service, 5285 Port Royal Road Springfield, Virginia 22161

19. Security Classif. (of this report)

Unclassified 20. Security Classif. (of this page)

Unclassified 21. No. of Pages

190 orm uu 1 r 1700.7 (8-69)

22. Price

BENEFITS OF THE TEXAS TRAFFIC MANAGEMENT (TM)

GRANT PROGRAM

VOLUME II. APPENDICES C - D

by

Srinivasa R. Sunkari Assistant Research Scientist

Texas Transportation Institute

Daniel B. Fambro, P.E. Associate Research Engineer


Carlos A Lopez Engineer of Traffic

Texas Department of Transportation

Srinivas M. Sangineni Assistant Research Scientist


and

Ronald T. Barnes Assistant Program Manager

Texas Department of Transportation

Texas Department of Transportation Report No. 8820-2

Contract No. 91-0146 Program Title: Traffic Management (TM) Grant Program

Sponsored by The Texas Department of Transportation

and The Texas Governor's Energy Office

November 1993

Texas Transportation Institute Texas A&M University

College Station, Texas 77843-3135

I I

I I

METRIC (SI*) CONVERSION FACTORS APPROXIMATE CONVERSIONS TO 61 UNITS APPROXIMI\TI:! CONVERSIONS TO Sl UNITS

Symbol When You Know Multiply Dy To Find Symbol Symbol When You Know Multiply By To Find Symbol

LENGTH LENGTH

In Inches 2.64 centimeters em mm mllllmotors 0.039 lnchos In It foot 0.3040 motors m m motors 3.28 foot It yd yards 0.914 motors m yd molars 1.09 yard a yd ml miles 1.61 kllomotera km km kilometers 0.621 miles ml

AREA AREA

In 1

square Inches 6.452 centimeters squared I I

mllllmotora aquarod square Inches In 1

em mm 0.0018 n• square foot 0,0929 motors squared ml m• motors squared 10.764 square foot ft I

yd I squaro yards 0,830 motors squarod ml yd I kilometers squared 0.39 square mllea ml1

ml1 aquare mllea 2.59 kilometers squared km

1 tia hectares (10,000 m 1 ) 2.63 acres ac

ac acres 0.396 hectares ha

MASS (Weight) MASS (weight)

oz ounces 28.35 grams g g grams 0.0363 ounces oz

lb pounds 0.454 kilograms kg kg kilogram a 2.206 pounds lb

T short Ions (2000 lb) 0.007 megagrams Mg Mg mogagrams (1000 kg) 1.103 ahort tona T

VOLUME VOLUME

II oz fluid ouncoo 29.67 mllllmolors ml ml mllllmotors 0.034 lluld ounces II oz

gal gallons 3.706 lltors l l Ill ora 0.284 gallons gal

n• cubic loot 0,0328 molera cubed m' m' motera cubed 36.316 cublo loot II'

yd' cubic yards 0.766 motors cubed m' m' motors oubod 1.309 oublo yarda yd'

Note: Volumea greater than 1000 L ehall be ehown In m •.

TEMPERATURE (eMact) TEMPERATURE (e11act)

Of Fahrenheit 6/9 (alter Celolua uc oc Celsius 9/6 (then Fahrenheit OF temperature subtracting 32) tompornluro . • lomperaluro add 32) temperature

32 98.8 212 • F

Those factors conform to the requirement ol FHWA Order 6190.11\ ·40°f o J4o 80 120 1eo zoo} I I I I I I I I I I I I I II I ILl I I I

• Sl Ia tho symbol lor tho International System of Moaauromonta ·40°0 ·20 0 I 210 I !;0 B~ I 8~ I 1~o•c

37

Traffic Management Page C- 1

APPENDIX C

INDIVIDUAL PROJECT SUMMARIES

LARGE CITIES

Page C- 2 Traffic Management

This page intentionally left blank.

Individual Project Summaries - Large Cities

Reduction In Dally Totals Delays Fuel Cons. Total Savings Total

Cities Projects Stops (veh-hrs) (aal) ($) Cost($) B/CRatlo Paae Arlington Arl>rook Boulevard/Cooper Street 441 3.0 14.0 $15,261 $33,576 2.2 C- 5

Green Oaks Boulevard/Collins Street 1,873 50.0 70.0 $894,333 $40,676 22.0 C- 8 IH-20/Matlock Road 10,802 518.0 483.0 $8,721,342 $82,391 105.9 C- 11 Park Row Drive/Susan Drive 1596 13.0 18.0 $255 516 $152230 1.7 C- 14

Austin East 12th Street at IH -35 (64 (5.5) (1.5 ($17,352) $25,473 -0.7 C- 17 East 38th-1/2 Street at Red River Street 523 51.4 37.4 $837,248 $58,538 14.3 C-20 Parkfield Drive at Peyton Gin Road 1,904 10.3 16.3 $218,923 $163,362 1.3 C·23 Rundberg Lane at 1-35 ESR 3,808 145.9 124.8 $2,454,918 $103,845 23.6 C- 26 Rundberg Lane at 1·35 WSR 6,576 179.6 151.3 $3,059,111 $122,361 25.0 C- 29 West Gate Boulevard at Jones Road 1,334 14.7 22.0 $280,764 $70,000 4.0 c. 32 West Oltorf Street at South Lamar Boulevard 7042 115.6 111.5 $2049796 $141 437 14.5 C- 35

Corpus Christi Corona-Williams Connection Project 88550 7 717.5 3 441.0 $24,556 708 $612696 40.1 C· 38 Dallas Ross and Live Oak Boulevard 26130 297.8 358.2 $5 552957 $1 200 000 4.6 c. 41 El Paso El Paso - Interconnect Project 95,256 1,010.4 4,751.1 $4,856,677 $248,376 19.6 C· 45

El Paso- Various Intersections 16042 349.2 344.3 $6090 732 $215,099 28.3 c- 51 Fort Worth Fort Worth - Signing Project 5,054 50.9 75.8 $196,658 $200,000 1.0 C- 58

Fort Worth -Various Intersections 21044 1,663.7 1339.9 $5481563 $323163 17.0 C-64 Houston Close Loop Projects 22,653 974.8 1,592.8 $3,497,368 $1,591,250 2.2 C- 67

Houston Signing Project 3,674 37.0 55.1 $142,965 $150,765 0.9 C- 73 Southwest 102510 4 393.4 1 728.8 $14129 376 $443205 31.9 C- 15

San Antonio Austin Highway System 8,210 11.0 113.0 $101,382 $58,576 1.7 C- 81 Bandera System 8,606 65.2 155.8 $278,485 $55,044 5.1 C- 84 Broadway/Nacogdoches 20,666 42.0 211.6 $276,277 $112,080 2.5 C- 87 De Zavala System 2,004 1.8 26.6 $21,797 $9,138 2.4 C- 90 Fredericksburg System 3,020 19.5 39.0 $82,884 $72,345 1.1 C- 93 Northwest 68,126 344.0 920.0 $1,594,129 $576,027 2.8 C-96 Poteet Highway System 2,346 2.0 42.2 $28,513 $18,789 1.5 C-99 Southeast Military System 6,484 40.2 110.0 $180,833 $54,818 3.3 C- 10~

W.W. White 8938 14.0 92.0 $107140 $61 044 1.8 c- 105




Arbrook Boulevard/Cooper Street

The City of Arlington Department of Public Works and Transportation worked on the following project. Cooper Street (F.M. 157) is one of the primary continuous north/south arterial routes in the City of Arlington. It provides access from the central city area to Interstate 20. Arbrook Boulevard is an east/west arterial street which intersects Cooper Street approximately half a mile north of Interstate 20. A regional mall is located on the southeast corner of this intersection, and one of the primary access points is located on Arbrook Street.

A significant portion of the mall customers turn left onto southbound Cooper Street to return home. These left turn movements are very significant, particularly during the p.m. peak period and during heavy shopping periods (Saturdays and pre-holidays). Traffic management modifications involve the construction of an additional westbound left turn lane on Arbrook Boulevard to alleviate congestion at the intersection. The attached figure displays the completed construction under this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER 11-87 for each the AM, Noon, Off, and PM peak periods. The new cycle length used for the After conditions for the AM, Noon, Off, and PM peak periods was 120 seconds.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $75,261 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 132,300 stops (a 0.9 percent reduction), a total annual fuel savings of 4,200 gallons (a 1.3 percent reduction), and an annual delay savings of 900 veh-hrs (a 0.5 percent reduction). These savings are fairly low; however, the Texas Department of Transportation feels the actual yearly savings are significantly higher for two reasons. First, the units used in the calculation were rounded to the nearest whole number. Thus, in some periods where no system delay or fuel consumption reductions were indicated, there actually was some reduction. Second, the traffic counts used in the analysis were collected on a weekday in the spring. Due to the proximity of this intersection to a regional shopping mall, the heaviest traffic volumes will likely occur on Saturdays and during the Christmas shopping season. Neither of these periods were factored into the cost savings analysis. The total cost of the project was $33,576. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 2.2 to 1.

Arlington, Texas Arbrook Boulevard/Cooper Street


STOPS TOTAL SYSTEM FUEL (gals) DELAY (veh-hrs)

BEFORE AFTER BEFORE AFTER BEFORE AFTER

AM 3370 3367 43 43 72 72 HOURLY OFF 2749 2714 32 32 56 55 VALUES NOON 3448 3429 41 41 71 71

PM 4981 4942 74 73 114 112 AM 3 0 0

DIFFERENCES OFF 35 0 1 NOON 19 0 0

PM 39 1 2 AM 2 2 2

HRS/DAY OFF 8 8 8 NOON 2 2 2

PM 3 3 3 AM 6 0 0

DAILY OFF 280 0 8 TOTALS NOON 38 0 0

PM 117 3 6 TOTAL 441 3 14

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $1,852 $9,000 $4,200

PROJECT COST: $33,576 TOTAL SAVINGS (FIVE YEARS): $75,261

BENEFIT/COST RATIO: 2.24



~ J " NORTH

I I I I I a:

I I

I I " I I

.JI

ARB

15.588 ,VEH/OAY I I I I

~ f ADD LEFT TURN LANE

I I I I

I I I I

' r

I I 4 6,108

VEH/DAY



Green Oaks Boulevard/Collins Street

The City of Arlington Department of Public Works and Transportation worked on the following project. Collins Street (F.M. 157) is one of only two arterial facilities which link Arlington to the Hurst-Euless-Bedford area. As such, there are a significant number of trips on this roadway which extend five or more miles. Green Oaks Boulevard is an arterial roadway that, when completed, will serve as the loop around Arlington. Because it is the northernmost east/west arterial facility in Arlington, Green Oaks Boulevard carries most of the traffic from the adjacent neighborhoods that eventually heads north out of the City.

Due to the location and function of these roadways, heavy volumes of eastbound left turn traffic exist from Green Oaks Boulevard onto northbound Collins Street. This problem was most severe in the AM peak period due to commuter traffic. Traffic management modifications involve the construction of an additional left tum lane for the eastbound traffic on Green Oaks Boulevard to reduce intersection delay. The attached figure displays the completed construction under this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER II-87 for each of the AM, Noon, Off, and PM peak periods. The new cycle lengths used for the Mter conditions for the AM, Noon, Off, and PM peak periods were 75, 60, 55, and 110 seconds, respectively.

Based on the PASSER II-87 simulation, the project resulted in an estimated $894,333 savings in total operating costs (savings of 12 percent), a direct benefit to motorists using these routes. This operational savings included a total annual savings of 561,900 stops (a 5.1 percent reduction), a total annual fuel savings of21,000 gallons (a 9.7 percent reduction), and an annual delay savings of 15,000 veh-hrs (a 13.8 percent reduction). The total cost of the project was $40,675. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 22 to 1.

Arlington, Texas Green Oaks Boulevard/Collins Street





PM 3828 3529 51 43 85 75 AM 281 8 10


PM 299 8 10 AM 2 2 2


PM 3 3 3 AM 562 16 20


PM 897 24 30 TOTAL 1873 50 70

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $7,867 $150,000 $21,000



Arlington, Texas Green Oaks Boulevard/Collins Street

Page C- 10

RELOcATED S~AL~

OPOSEO MEDIAN CURB EXISTING MEDIAN

0'--···""'.:·;.-· ..• ·:.

AY --~~.---~------~~----~----~ J'

EXISTING SIGNAL CONTnOL DOX

ADD LEFT TURN LANE

Arlington, Texas

\ ~

\

27,530 VEH/DAY

Traffic Management

L NORTH

•

Green Oaks Boulevard/Collins Street


IH-20/Matlock Road

The City of Arlington Department of Public Works and Transportation worked on the following project. Interstate 20 is one of two east/west freeways traversing Arlington. Matlock Road is a heavily traveled arterial facility which serves the rapidly developing residential area located south of the Interstate. It is one of the few arterials providing access to Interstate 20.

Dallas-bound commuters use Matlock Road as a primary part of their route to work. This creates significant congestion for northbound traffic, particularly in the a.m. peak period. Traffic management modifications involved the construction of an additional right tum lane for the northbound traffic on Matlock Road to improve the efficiency of the intersection. The attached figure displays the completed construction under this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER 11-87 for each the AM, Noon, Off, and PM peak periods. The new cycle lengths used for the After conditions for the AM, Noon, Off, and PM peak periods were 120, 90, 90, and 120 seconds, respectively.

Based on the PASSER Il-87 simulation, the project resulted in an estimated $8,721,342 savings in total operating costs (savings of 59 percent), a direct benefit to motorists using these routes. This operational savings included a total annual savings of 3,240,600 stops (a 26.6 percent reduction), a total annual fuel savings of 144,900 gallons (a 46.6 percent reduction), and an annual delay savings of 155,400 veh-hrs (a 62.6 percent reduction). The total cost of the project was $82,391. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 105.9 to 1.

Arlington, Texas IH-20/Matlock Road





PM 2482 2320 25 23 46 43 AM 4493 249 226


PM 162 2 3 AM 2 2 2

HRS/OAY OFF 8 8 8 NOON 2 2 2

PM 3 3 3 AM 8986 498 452


PM 486 6 9 TOTAL 10802 518 483

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $45,368 $1,554,000 $144,900

PROJECT COST: $82,391 TOTAL SAVINGS (FIVE YEARS): $8,721,342


Arlington, Texas IH-20/Matlock Road

Traffic Management

Arlington, Texas

22.237 VEH/OAY

·. -.1

--~--!-....

·:.J '

REMOVE EXISTING MEDIAN

:1.

25.1<4 2 VEH/OAY

I

I

r

Page C- 13

I H. 20

t NORTH

I 650' niGHT TURN LANE

DRIVEWAY

540' TRANSITION

STEPHENS

(

IH-20/Matlock Road


Park Row Drive/Susan Drive

The City of Arlington Department of Public Works and Transportation worked on the following project. Park Row Drive is an arterial facility which extends from Arlington into Grand Prairie. Between SH-360 and the Grand Prairie City limits, there are several apartment complexes and neighborhoods located on or close to Park Row Drive. Susan Drive is a north/south major collector street which provides the primary access to the industrial district and a regional mall located south of Park Row Drive. Therefore, a significant number of left turn movements are made onto Susan Drive from Park Row Drive.

No left turn bays existed on Park Row Drive at Susan Drive. Hence, these turning movements caused some delay to the through movement. Traffic management modifications involved the construction of eastbound/westbound left turn lanes on Park Row Drive at Susan Drive to reduce intersection delay. The attached figure displays the completed construction under this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER 11-87 for each the AM, Noon, Off, and PM peak periods.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $255,516 savings in total operating costs (savings of 19 percent), a direct benefit to motorists using these routes. This operational savings included a total annual savings of 478,800 stops (a 12.2 percent reduction), a total annual fuel savings of 5,400 gallons (a 11.8 percent reduction), and an annual delay savings of 3,900 veh-hrs (a 23.6 percent reduction). The total cost of the project was $152,230. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 1.7 to 1.

Arlington, Texas Park Row Drive/Susan Drive





PM 1090 930 7 6 15 13 AM 43 1 1


PM 160 1 2 AM 2 2 2


PM 3 3 3 AM 86 2 2


PM 480 3 6 TOTAL 1596 13 18

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $6,703 $39,000 $5,400



Arlington, Texas Park Row Drive/Susan Drive

Page C -16

o· TRANSITION

:ISTING CURB

200• STORAGE

PROPOSED CURD

/PROPOSED CURB ISTING CURB

17,838

VEH/DAY

RESTRIPE EXISTING LANES AOD LEFT TURN LANE

Arlington, Texas

3.001 VEI-l/DAY

z < rn ::>

Traffic Management

~ NORTH

• 200· STORAGE 150• TRANSITION

PROPOSED CURB EXISTING CURB

PARK ROW

~ PROPOSED CURB EXISTING CIJno

RESTRIPE EXISTING LANES

ADD LEFT TURN LANE

Park Row Drive/Susan Drive

Traffic Management Page C -17

East 12th Street at IH-35 East and West Service Roads

The City of Austin Department of Public Works and Transportation worked on the following project. Interregional Highway 35 is a heavily traveled freeway carrying approximately 179,000 vehicles daily. It extends through the city, running north/south, on the eastern side of town and borders the east edge of the downtown sector. The frontage roads along IH-35 are one-way and consists of three to four lanes of traffic. Near IH-35, East 12th Street carries approximately 8,000 vehicles per day. East 12th Street runs east/west connecting the freeway to the State Capitol Building. The highest volumes exist on the southbound approach in the morning peak period and on the northbound approach in the evening peak period. The attached figure displays the project network system.

The signals at the east and west service roads are pretimed. The control is based on a 4-period "time of day" strategy which consists of a flash mode during early morning hours, an off-peak mode, an AM, and a PM mode during heavy volume conditions. The interchange phasing consists of a lag-lag type operation. The internal offset between the two intersections of the interchange is zero. There are pedestrian signal beads for each approach which do not have push buttons. Modernized equipment was installed at the interchange. The interchange phasing remained the same while timing adjustments were made during each of the peak periods.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER ill-90 for each of the AM, Off, and PM peak periods. Fuel consumption and stops were determined using PASSER ll-90. Stopped delay studies were conducted at the northbound approach during the PM peak period and at the southbound approach during the AM peak period.

Based on the PASSER ill-90 and PASSER II-90 simulation, the project resulted in an estimated $17,352 increase on total operating cost. This operating cost increase included a total annual increase of 19,200 stops (a 0.2 percent increase), a total annual fuel increase of 435 gallons (a 0.44 percent increase), and an annual delay increase of 1,665 veb-hrs (a 4.1 percent increase). However, stops, delay, and fuel consumption decreased during the peak periods. There will also be additional savings during other times of the day which were not accounted for in this analysis. The total cost of the project was $25,473. A major component of the expenditure was the modernization and installation of the equipment. Even though the benefit to cost ratio was -0.7 to 1, there was a marginal improvement in the traffic performance.

Austin, Texas East 12th Street at JH-35 East and West Service Roads

Page C-18 Traffic Management



AM 3141 2955 12.5 11.5 35.8 32.9 HOURLY OFF 2076 2127 9.9 11 22.7 23.5 VALUES PM 4184 4164 21.7 21.1 51.1 51

AM 186 1 2.9 DIFFERENCES OFF -51 -1.1 -0.8

PM 20 0.6 0.1 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 279 1.5 4.35

DAILY OFF -383 -8.25 -6 TOTALS PM 40 1.2 0.2

TOTAL -64 -5.55 -1.45

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($267) ($16,650) ($435)

PROJECT COST: $25,473 TOTAL ANNUAL SAVINGS: ($17,352)

BENEFIT/COST RATIO: -0.68 '

Austin, Texas East 12th Street at IH-35 East and West Service Roads

Traffic Management

0

Austin, Texas

l-INCH EQUALS 1000 FEET SCALE IN MILES

'h

Page C- 19

East 12th Street at IH-35 East and West Service Roads


East 38th-1/2 Street at Red River Street

The City of Austin Department of Public Works and Transportation worked on the following project. East 38th-1/2 Street consists of two-lanes of traffic near the intersection, and carries approximately 18,000 vehicles per day. Drivers coming from IH-35 may use East 38-1/2 Street to head west and return to IH-35 eastbound on East 38-1/2 in the evening to head home. Red River Street consists of four lanes of traffic and carries approximately 12,000 vehicles per day. The westbound approach is most critical during the morning peak period. Since there was only one westbound approach lane, there was a high probability of having a left turning vehicle blocking the lane.

Currently there is one lane on each approach (eastbound and westbound) of the East 38-1/2 Street. A left turn bay was constructed on the westbound approach to reduce intersection delay. The attached figure displays the completed construction under this project.

The signal at the intersection is pretimed. The control is based on a 4-period "time of day" strategy consisting of a flash mode during early morning hours, an off-peak mode, an AM, and a PM peak during the heaviest volume conditions.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER II-90 for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted for the eastbound approach during the PM peak period.

Based on the PASSER II-90 simulation, the project resulted in an estimated $837,247 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 156,900 stops (a 2.0 percent reduction), a total annual fuel savings of 11,205 gallons (a 12.6 percent reduction), and an annual delay savings of 15,405 veh-hrs (a 22.6 percent reduction). The total cost of the project was $58,538. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 14.3 to 1.

Austin, Texas East 38th-I/2 Street at Red River Street




AM 3102 2268 40 16.6 42.1 23.1 HOURLY OFF 2094 2193 14 12.1 21 19.9 VALUES PM 3141 3134 31.3 30.3 38.2 37.9

AM 834 23.4 19 DIFFERENCES OFF -99 1.9 1.1

PM 7 1 0.3 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 1251 35.1 28.5

DAILY OFF -743 14.25 8.25 TOTALS PM 14 2 0.6

TOTAL 523 51.35 37.35

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $2,194.5 $154,050 $11,205



Austin, Texas East 38th-1/2 Street at Red River Street

Page C- 22

/. ~--- .........

Austin, Texas

-·-- ---. __ , .....

·-~.

Traffic Management

1"1 ,_J

.: q [ o·O"D

----.....!1~.: ~ lL

East 38th-l/2 Street at Red River Street


Parkfield Drive at Peyton Gin Road

The City of Austin Department of Public Works and Transportation worked on the following project. Peyton Gin Road consists of four lanes of undivided traffic near the intersection, and carries approximately 14,000 vehicles per day. Parkfield Drive consists of four lanes of traffic north of the intersection and carries approximately 8,600 vehicles per day. The surrounding land use is mostly residential. A retail strip center and Lanier High School are located to the east of the intersection. The eastbound approach is most critical during the evening peak period.

Currently there are two-lanes on the eastbound approach of the Peyton Gin Road. A left tum bay was constructed on this approach to reduce intersection delay. The attached figure displays the completed construction under this project.

Before construction began, the signal at the intersection was actuated during all times of the day. The cycle consisted of three phases, allowing for an eastbound protected/permissive left turn phase. Since there was no left turn bay for a left turn loop detector, the left turn arrow appeared during each cycle. During construction of the eastbound left turn bay, the detector loops were removed, and were not replaced by the contractor. Therefore, for the After study, the intersection has been analyzed as a pretimed signal.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER 11-90 for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted for the eastbound approach during the PM peak period.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $218,924 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 571,200 stops (a 15.5 percent reduction), a total annual fuel savings of 4,890 gallons (a 18.1 percent reduction), and an annual delay savings of 3,090 veh-hrs (a 23.4 percent reduction). According to the field data, stopped delay decreased by 71 percent on the eastbound approach during the PM peak period. The total cost of the project was $163,362. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 1.3 to 1.

Austin, Texas Parkfield Drive at Peyton Gin Road


-STOPS TOTAL SYSTEM FUEL (gals)

DELAY (veh-hrs)


AM 1316 759 5.5 2.6 10.8 5.6 HOURLY OFF 904 872 2.9 2.8 6.4 6.2 VALUES PM 1759 1345 7 4.4 13 9.5

AM 557 2.9 5.2 DIFFERENCES OFF 32 0.1 0.2

PM 414 2.6 3.5 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 836 4.35 7.8

DAILY OFF 240 0.75 1.5 TOTALS PM 828 5.2 7

TOTAL 1904 10.3 16.3

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $7,994.7 $30,900 $4,890





I ) \ \__

PEYTOH CU-c RD. PEYTOh CIN RD.

a. :::xis-:i::g



Rundberg Lane at 1-35 East Service Road

The City of Austin Department of Public Works and Transportation worked on the following project. East Rundberg Lane carries approximately 30,000 vehicles per day west of IH-35 and approximately 23,000 vehicles per day east of IH-35. It consists of four lanes of traffic over most of its length. IH -35 carries approximately 100,000 vehicles per day while the East Service Road at the intersection of Rundberg Lane carries approximately 22,000 vehicles per day. The westbound approach is more critical during the PM peak period.

Currently there are two-lanes on the westbound approach of the Rundberg Lane. A right turn lane was constructed on this approach to reduce intersection delay. The attached figure displays the completed construction under this project.

The signal at the intersection of East Rundberg Lane and IH-35 East Service Road is pretimed during the peak periods of the day. The signal has many different plans depending on the time of day. Since the intersection is part of a diamond interchange, Rundberg Lane at the East Service Road and at the West Service Road are controlled by the same signal controller. The signal has six phases and the eastbound left turn movement is leading protected only. There are pedestrian signal heads for each approach which appear during each cycle.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER III for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted for the westbound approach during the PM peak period. Since, PASSER III does not calculate fuel consumption and stops, PASSER II-90 was used to estimate fuel consumption and stops.

Based on the PASSER III and PASSER II-90 simulation, the project resulted in an estimated $2,454,918 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,142,400 stops (a 11 percent reduction), a total annual fuel savings of 37,440 gallons (a 22.9 percent reduction), and an annual delay savings of 43,755 veh-hrs (a 28.7 percent reduction). The total cost of the project was $103,845. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 23.6 to 1.

Austin, Texas Rundberg Lane at I-35 East Service Road




AM 2no 2717 25 24.7 31 30.7 HOURLY OFF 2710 2647 32.7 32.3 37.6 37.1 VALUES PM 5053 3425 113 41.8 108.6 48.3


PM 1628 71.2 60.3 AM 1.5 1.5 1.5

HAS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 80 0.45 0.45

DAILY OFF 473 3 3.75 TOTALS PM 3256 142.4 120.6

TOTAL 3808 145.85 124.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $15,994 $437,550 $37,440





UNOBEIIG LN.

~

b.~



Rundberg Lane at 1-35 West Service Road

The City of Austin Department of Public Works and Transportation worked on the following project. East Rundberg Lane carries approximately 30,000 vehicles per day west of IH-35 and approximately 23,000 vehicles per day east of IH-35. It consists of four lanes of traffic over most of its length. IH-35 carries approximately 100,000 vehicles per day while the East Service Road at the intersection of Rundberg Lane carries approximately 8,000 vehicles per day. The eastbound approach is more critical during the AM peak period.

Currently there are two-lanes on the eastbound approach of the Rundberg Lane. A right turn bay was constructed on this approach to reduce intersection delay. The attached figure displays the completed construction under this project.

The signal at the intersection of East Rundberg Lane and IH-35 West Service Road is pretimed during the peak periods of the day. The signal has many different plans depending on the time of day. Since the intersection is part of a diamond interchange, Rundberg Lane at the East Service Road and at the West Service Road are controlled by the same signal controller. The signal has six phases and the westbound left tum movement is leading protected only. There are pedestrian signal heads for each approach which appear during each cycle.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER ill for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted for the eastbound approach during the AM peak period. Since PASSER III does not estimate Fuel consumption and stops, PASSER II-90 was used to estimate fuel consumption and stops.

Based on the PASSER ill and PASSER II-90 simulation, the project resulted in an estimated $3,059,111 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,972,800 stops (a 19.3 percent reduction), a total annual fuel savings of 45,405 gallons (a 33.8 percent reduction), and an annual delay savings of 53,880 veh-hrs (a 44.1 percent reduction). The total cost of the project was $122,361. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 25 to 1.

Austin, Texas Rundberg Lane at 1-35 West Service Road


STOPS TOTAL SYSTEM FUEL (gals) - DELAY (veh-hrs)


AM 3523 2571 50.4 21.7 53 28.3 HOURLY OFF 2784 2315 30.2 19.3 34.5 25.1 VALUES PM 3929 3114 52.7 25.3 54.6 32.7


PM 815 27.4 21.9 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 1428 43.05 37.05

DAILY OFF 3518 81.75 70.5 TOTALS PM 1630 54.8 43.8

TOTAL 6576 179.6 151.35

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $27,617 $538,800 $45,405

PROJECT COST: $122,361 TOTALSAVINGS (FIVE YEARS): $3,059,111


Austin, Texas Rundberg Lane at 1-35 West Service Road

Traffic Management

jll

I I lllll

Austin, Texas

RUNDIIERG LN.

.. ..

Page C- 31

I I I I

llkll RUNDIIERG LN.

-- --l

F "' I I ! .,

I I b.~

Rundberg Lane at I-35 West Service Road


West Gate Boulevard at Jones Road

The City of Austin Department of Public Works and Transportation worked on the following project. West Gate Boulevard consists of four lanes of traffic near the intersection, and carries approximately 18,000 vehicles per day. Jones Road consists of twolanes of traffic and carries approximately 5,000 vehicles per day. An elementary school on Jones Road just west of West Gate Boulevard which generates additional traffic during the morning peak volume period and around 3.00 PM on weekdays. The northbound approach of the intersection is most critical during the morning peak period, and the southbound approach is most critical during the evening peak period.

Currently there are two-lanes on each approach (northbound and southbound) of the West Gate Boulevard. Two left tum lanes, one on each approach, were constructed to reduce intersection delay. The attached figure displays the completed construction under this project.

The signal at the intersection is pretimed during the AM and PM peak periods. The control is based on a 3-period "time of day" strategy consisting of two peak volume modes during the AM and PM peaks and an off-peak mode which is actuated. The signal has two phases. Pedestrians crossing West Gate Boulevard receive a "Walk" signal indication when the pedestrian push button for crossing Jones Road is pushed. Pedestrians crossing Jones Road receive a "Walk" signal every cycle, regardless if it is needed.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER TI-90 for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted for the northbound approach during the AM peak period, and for the southbound approach during the PM peak period.

Based on the PASSER TI-90 simulation, the project resulted in an estimated $280,764 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 400,200 stops (a 12.4 percent reduction), a total annual fuel savings of 6,600 gallons (a 13.2 percent reduction), and an annual delay savings of 4,395 veh-hrs (a 13.1 percent reduction). The total cost of the project was $70,000. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 4 to 1.

Austin, Texas West Gate Boulevard at Jones Road




AM 1825 1102 16.8 9 28.2 16.3 HOURLY OFF 729 720 7.5 7.4 10.6 10.5 VALUES PM 1297 1206 15.1 14 22.6 20.9


PM 91 1.1 1.7 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 1085 11.7 17.85


TOTAL 1334 14.65 22

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $5,603 $43,950 $6,600

PROJECT COST: $69,999.6 TOTAL SAVINGS (FIVE YEARS): $280,764


Austin, Texas West Gate Boulevard at Jones Road

Page C- 34

JONtS RD.

Austin, Texas

I I I

lil

-JOJ!H I!>

I I I I I I

).I ! \ I

Traffic Management

=$1~ 1 \ )If ~ ~II I ~~ I I

b. P=oposeC.

West Gate Boulevard at Jones Road


West Oltorf Street and South Lamar Boulevard

The City of Austin Department of Public Works and Transportation worked on the following project. South Lamar Boulevard carries approximately 34,000 vehicles per day near the intersection of Oltorf Street. It consists of four lanes of traffic plus a two-way left tum lane over most of its length. West Oltorf Street runs east/west from Lamar Boulevard to Pleasant Valley Road, intersecting IH-35 in between. It consists of four lanes of traffic and carries approximately 14,000 vehicles per day near its intersection with South Lamar Boulevard. The northbound approach is more critical during the morning peak period, as drivers head- into town while the westbound approach is more critical during the evening peak period.

Two turn lanes were constructed, one on the westbound approach of the Oltorf Street and the other on the northbound approach of the South Lamar Boulevard, to reduce intersection delay. The attached figure displays the completed construction under this project.

The signals at the intersection are pretimed. The control is based on a 4-period "time of day" strategy consisting of a flash mode during early morning hours, an Off-peak mode, an AM, and a PM mode. The signal has three phases which allow for a lagging protected/permissive left turn movement. There are actuated pedestrian signal heads for each approach which include push buttons.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER ll-90 for each of the AM, Off, and PM peak periods. Stopped delay studies were conducted at the intersection during the critical peak periods.

Based on the PASSER ll-90 simulation, the project resulted in an estimated $2,049,797 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 2,112,600 stops (a 18.8 percent reduction), a total annual fuel savings of 33,435 gallons (a 33 percent reduction), and an annual delay savings of 34,695 veh-hrs (a 48.2 percent reduction). The total cost of the project was $141,437. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 14.5 to 1.

Austin, Texas West Oltorf Street and South Lamar Boulevard




AM 3596 2738 30.7 10.1 37.6 18.8 HOURLY OFF 3212 2757 17.4 9.7 26.7 19.2 VALUES PM 3970 2799 31.8 18.3 40.6 27.1


PM 1171 13.5 13.5 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 1287 30.9 28.2

DAILY OFF 3413 57.75 56.25 TOTALS PM 2342 27 27

TOTAL 7042 115.65 111.45

UNIT VALUES $0.014 $10.00 . $1.00

ANNUAL SAVINGS $29,574 $346,950 $33,435

PROJECT COST: $141,437.3 TOTAL SAVINGS (FIVE YEARS): $2,049,797


Austin, Texas West Oltoif Street and South Lamar Boulevard

Traffic Management

------___ __;

--------

Austin, Texas

f-(/)

lL 0: 0 1-___l

0

I I

S:' I

Page C- 37

'\

""'' ~-===~S~-~~MA~R~B~L\~'0~-=

~~----~~~J----------------=

~~~ - ...

r

r----~ r --- ----L\ __

West Oltorf Street and South Lamar Boulevard


Corona-Williams Connection Project

The City of Corpus Christi Department of Public Works and Transportation worked on the following project. Corpus Christi has a population of approximately 275,000 people. The city's main commercial-retail area centers are along a 1 1/2 mile section of S.H. 358 (South Padre Island Drive) between Everhart Road and Airline Road. Within this area, there exits the Padre-Staples Shopping Mall, Sunrise Shopping Mall, South Staples Center, Gulfway Shopping Center and the fast developing Blanche Moore Tract, which includes the Moore Plaza Shopping Center. This project involved the realignment of Corona Drive with Williams Drive to form a continuous collector street along the full length of the south border of the Blanche Moore Tract.

Before the completion of the project, the development of new commercial-retail centers created traffic demands closely approaching the capacities of the adjacent street system. It was expected that the realignment would further increase traffic volume at the project location and its surrounding streets. With the completion of this project, the offset intersection configuration of Everhart-Williams and Everhart-Corona was eliminated. In its place, a fully traffic-responsive, conventional four approach signalized intersection was installed. Also, traffic signal control was optimized at each of the nearby signalized intersections and extended for system coordination along Everhart between Corona and South Padre Island Drive (SH 358). Significant benefits for the project were obtained by improving the signal control and timing at the diamond interchange of SH 358 and Everhart.

In order to evaluate the system improvements, data from the Before and After conditions was used for input into PASSER II. The expected increase in traffic volume occurred immediately after the new Corona-Williams connection was opened to traffic. Although the traffic increased, the levels of service at each intersection have either remained the same or improved after signal optimization was completed. Therefore, the connection has already been successful in alleviating traffic congestion on other existing ingress/ egress locations and adjacent intersections to the Blanche Moore Tract development.

Based on the PASSER II simulation, the project resulted in an estimated $24,556,708 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 26,564,857 stops (a 34.55 percent reduction), a total annual fuel savings of 1,032,300 gallons (a 58.78 percent reduction), and an annual delay savings of 2,315,250 vehicle-hours (a 67.54 percent reduction). The total cost of the project was $612,696. Thus, the resultant benefit to cost ratio computed is 40.1 to 1.

Corpus Christi, Texas Corona-Williams Connection Project




AM 28413 15954 1358 287 754 217 HOURLY OFF 23205 16265 628 388 406 239 VALUES PM 35917 19890 3572 341 1370 269

AM 12459 1071 537 DIFFERENCES OFF 6940 240 167

PM 16027 3231 1101 AM 1 1 1

HRS/DAY OFF 7.5 7.5 7.5 PM 1.5 1.5 1.5 AM 12459 1071 537


TOTAL 88550 7717.5 3441

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $371,908 $23,152,500 $1,032,300

PROJECT COST: . $612,696 TOTAL ANNUAL SAVINGS: $24,556,708


Corpus Christi, Texas Corona-Williams Connection Project


COUNTS LEGEND

• BEFORE CONSTRUCTION COUNTS <AFTER llf'RIJVED CIHIECTIDNl

= AFTER CONSTR::rlt_NT-S--------~I.I.:.:cA...:.R_:_D.::LE.:__ _____ ~ ""' ~ I PADRE-STAPLES ~ ~~ L___==-;:;;;--·-MALL _j \_ __

rRDNT AGt RD.

Corpus Christi, Texas

S.P.I.D.

WILLIAMS

• 564 VPD

11.980 VPD I

Corona-Williams Connection Project


Ross and Live Oak Boulevard

The City of Dallas Department of Public Works worked on the following project. During the reconstruction of the North Central Expressway (US 75), alternate routes in the freeway corridor were investigated to improve their capacity. One measure to improve the capacity along an arterial is to implement the concept of reversible lane to cater to the directional distribution of the traffic during peak periods. The attached figure displays the project layout and the lane configuration used in the AM and PM peak periods, in the Before and After conditions.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, travel time runs, and an operating cost study. Optimum cycle lengths were determined using PASSER II -90 for each the AM, Off, and PM peak periods.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $5,552,957 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 7,838,930 stops (a 10.5 percent reduction), a total annual fuel savings of 107,447 gallons (a 5.8 percent reduction), and an annual delay savings of 89,340 veh-hrs (a 16 percent reduction). The total cost of the project was $1,200,000. It was assumed that the modifications implemented will yield benefits for at least five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 4.6 to 1.

Dallas, Texas Ross and Live Oak Boulevard


STOPS TOTAL SYSTEM FUEL (gals) DELAY (veh-hrs) -



AM 4030 32.9 48.4

DIFFERENCES OFF 209 2.2 2.8 PM 6462 88.7 96.4

AM 2.5 2.5 2.5 HAS/DAY OFF 7.25 7.3 7.3

PM 2.25 2.3 2.3

AM 10075 82.2 121.0 DAILY OFF 1515 16.0 20.2

TOTALS PM 14540 199.6 216.9 TOTAL 26130 297.8 358.2

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $109,745 $893,400 $107,447

PROJECT COST: $1,200,000 TOTAL SAVINGS (FIVE YEARS): $5,552,957






UVE OAK

AM MID-DAY PM

HEFOHE lllt tt lllt tt lllt tt

AFTER JJJ~t J ··~· t ·~··· - --·

ROSS

AM MID-DAY PM

BEFORE ··~·· ··~·· ll;tt -··--.

AFTER ···~ t ··~·· ·~···



EL PASO - Interconnect Project

The City of El Paso Department of Public Works and Transportation worked on the following project. This project analyzes four signalized systems consisting of twenty two (22) signalized intersections to be interconnected and placed under the Transportation Management Center control or a local master controller. These four systems are: North Yarbrough Syste~ South Yarbrough Syste~ Dyer System, and Wedgewood System. The attached figure displays the project network system and link distances.

Yarbrough Drive runs north and south and includes twelve (12) intersections as part of this project. Work on North and South Yarbrough systems include the replacement of seven (7) controllers and foundations, installation of twelve (12) communication panels, and 28,000 feet of interconnect cable. Dyer Street runs north and south and includes eight (8) intersections as part of this project. Work on this system includes the replacement of four (4) controllers and foundations, installation of 2,000 feet of new conduit, and 8,500 feet of interconnect cable. Wedgewood Drive runs north and south and includes two {2) intersections as part of this project. Work on this system includes the installation of approximately 1,000 feet of new conduit, interconnect cable, and a communication panel. All traffic signals are operated by actuated, multi-phase controllers. Except at McCombs and Dyer, all other intersections were provided with pedestrian controls.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal channelization, intersection geometries, and an operating cost study. Traffic signal phasing and timings were obtained and improvement designs were done. Turning movement counts were obtained at all twenty two intersections. Traffic volumes taken for input to PASSER IT were: AM. Peak (7 to 9 a.m.), P.M. Peak (4 to 6 p.m.), and OFF Peak (11 a.m. to 1 p.m.). A total of sixty-six PASSER IT runs were made for the AM, PM, and OFF Peak hours using data reflecting the existing conditions at all the intersections. This provides the results used on the Before portion of the project. In order to provide the preliminary estimates on reductions of stops, delay, and fuel consumption, PASSER IT runs were made for the same hours and traffic volumes.

Based on the PASSER IT simulation, the project resulted in an estimated $4,856,753 savings per year on total operating cost, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 28,582,200 stops (a 19.9 percent reduction), a total annual fuel savings of 1,425,342 gallons (a 30.1 percent reduction), and an annual delay savings of 303,126 vehicle-hours (a 24.8 percent reduction). The total cost of the project was $248,376. Thus, the resultant benefit to cost ratio computed was 19.6 to 1.

El Paso, Texas Interconnect Project



BEFORE AFTER BEFORE AFTER BEFOBE AFTER


AM n68 63.49 321.09 DIFFERENCES OFF 5354 48.12 283.36

PM 13099 201.12 637.68 AM 2 2 2

HAS/DAY OFF 10 10 10 PM 2 2 2 AM 15536 126.98 642.18


TOTAL 95274 1010.42 4751.14

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $400,151 $3,031,260 $1,425,342

PROJECT COST: $248,376 TOTAL ANNUAL SAVINGS: $4,856,753



Traffic Management

0 g 8 ..., c

~ 0::: ~

-----Ji

--~

El Paso, Texas

I I I I I I

I

I II

Ill II J I

GOOJI.'IH.L

- t:P--,-tf'

I I II II II .II .II

UOOM~NnidS

70S 7:!G Y.LSTA

I I 3JN'IH.LN1 I I .L'HYJf1YM

8 .... N

:: •.•. • N

/,_ __ )

I~

II ______ _ II

1~1 I I

r 1 : l l

I I I I

I I .J __ .L W.TCH UNE

Page C- 47

aoo.MJ.NOJf

--/ (

Interconnect Project

Page C- 48

El Paso, Texas

SAN JOSE II tt t I II II II 1:1

I J I -----:". iiJ I

--~

NORTH LOOP I i t "'

t t ~ t t ~ ~

_j!~!~ LAFAYEiiE I· :

CAROLINA

t I I I

! I

,, .. t t I I t I t

I : t t I I

Traffic Management


Traffic Management

3Nll H::>lvrt IT . I I I I I I

,.

,~::1 ~,'It

~

I I I I I I I I I I I I I I I I

M~l I I

DEER

I I I I I I I I I I

·I I I I

: : I I I I !

I I I I

I I I I

SUN VALLEY : : I : : I 1· I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

El Paso, Texas

1::::1 t;:j ::0

----------

1\o 0 0 ~

-a. . 0. ~

-- Ill \I IlL -_i!l~1! .. RUSHING I I I' I

I I I I I I .. I I I I I I I I I I I I I I I I I I I I I I I I I I

· I I II.

----- II

MANILA II ~, I I . II I I

-----

I I -----

--·---

1 I I I I I I I I I I I I I I I

1 1 YVETTE_ I I I I I I I I I I II~....__-

1 I I I

Page C- 49

~~~~~c~-- a. . II II · (h

I I I II . -II I I ·



Cr). ~-

~

( ~ ) (

-

SPRINCYIOOD

------ ~~-·--

------ ------I

I I I I I r I

~ "I c I

0 ~ c t; I co

~ I ~ I

I I I I I McRAE

~--------- -----· ---........:

) ( ::._........-

------ ------



EL PASO -Various Intersections

The City of El Paso Department of Public Works and Transportation worked on the following project. This project analyzes five intersections within the city. Four of the intersections that fall within the scope of this program are located in the east area of El Paso, while one intersection is located in the west area of the city. These two areas are the fastest growing areas of the city and it is estimated that the traffic growth rate is approximately five percent per year in these areas.

All traffic signals at these five intersections are operated by actuated, multi-phase controllers. Four of these intersections are tied to interconnected systems and one is operated in isolated mode. Various geometric changes were made to each of these intersections as a part of this project. For the purposes of this project and to isolate the benefits derived from geometric changes, PASSER II was allowed to optimize signal timing in both the Before and After conditions. All five intersections were analyzed as isolated intersections and existing cycle lengths and signal phasing were not changed. The signal timing on. these intersections will be updated as they are included on two T.L.S. programs currently underway by the city's Traffic and Transportation Department.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal channelization, intersection geometries, and an operating cost study. Traffic signal phasing and timing were obtained and improvement designs were done. Turning movement counts were obtained at all five intersections. Traffic volumes taken for input to PASSER II were: AM. Peak (7 to 9 a.m.), P.M. Peak (4 to 6 p.m.), and OFF Peak (11 a.m. to 1 p.m.). Fifteen PASSER II runs were made for the AM, PM, and OFF Peak hours using data reflecting the existing conditions at all five intersections. This provides the results used on the Before portion of the project. In order to provide the preliminary estimates on reductions of stops, delay, and fuel consumption, PASSER II runs were made for the same hours and same traffic volumes. New volumes were obtained after the geometric improvements were completed. The portion of the input data which addresses lane patterns were changed to reflect the geometric improvements.

Based on the PASSER II simulation, the project resulted in an estimated $6,090,732 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 4,815,571 stops (a 6.98 percent reduction), a total annual fuel savings of 103,290 gallons (a 10.85 percent reduction), and an annual delay savings of 104,748 vehicle-hours (a 13.37 percent reduction). The total cost of the project was $215,099. It was assumed the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio computed is 28.3 to 1.

El Paso, Texas Various Intersections


- STOPS TOTAL SYSTEM FUEL (gals) DELAY (veh-hrs)




PM 3825 107.61 99.8 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1522 21.14 25.5


TOTAL 16042 349.16 344.3

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $67,376 $1,047,480 $103,290





... - \...

_· c •t· ....... ·

: .···~··

.·. .

--·-[

;.L . -I '_· · ..

rn-\'r. YARBROUGH oRJUL....,,.._

l ( ---




Traffic Management

. r ·r .·.

. :.1 . · .. I

.. , . . :

_.,.., . ,. ,, p

f •. ,,,,,,'':: .. . . . "' , , , ..... ,,,,,, ...

El Paso, Texas

.. ~ -; ...

Page C- 55

.. .. -- _···· ...... ,_ .. _,. .i..::_

/

i

Various Intersections

Page C- 56

\ \

\

~~

\

--: ..

El Paso, Texas

.- . . .

. . :_ . - .... ··.·· . . . .. . ·:, ..

... .. , . . :- :

._ .:···_ ;_._

. '! -:-:-: .. . · ... -..

Traffic Management

/


Traffic Management

I

I ~ , I

-M-

·.'

El Paso, Texas

1 ' i

.r

: :.;

-!

I I

I

'. --r-1 J

:~ i·-+ =lj

~=fl ±:!I:+-

:

~ --:-'\ . .· : 1 i

1:

~~:r:aHiH:.:az ......... i :; !ii!H!_!I: ::·

.--··-·:

. ,. ~· . . : . _:. ·};; ;

...... ·····: :::: ::i:: :::

I!

I; : . .

· ...

,./

.• ..

,.

I .

I !

Page C- 57

..

~ ..

.·· ..

i ... ·' .

,. -.



Fort Worth - Signing Project

The City of Fort Worth Department of Public Works and Transportation worked on the following sign improvement project. Two types of signs were installed under the TM program at 285 signalized intersections throughout the City. The first type is the Metro street name sign. These signs are oversized street name signs that were mounted on the mast arm of traffic signal poles. The City of Fort Worth installed 798 Metro signs at 273 signalized intersections. The other type of sign installed was the Advanced street name sign. These signs give advance notice of the next major cross street and were placed approximately 1000 feet in advance of the intersection. 202 Advance signs were installed at 83 signalized intersections on breakaway square posts or on existing street light poles.

There are two basic types of benefits that can be expected from this signing project. The first is a reduction in the number of vehicles that would miss making a turn at the desired cross street and would have to make a "drive-around-block" or U-turn maneuver to come back to their desired location. A reduction in "drive-around-block" (DAB) maneuvers would reduce fuel consumption and delay by reducing distance traveled and would also reduce the number of stops if it is assumed that each DAB requires additional stops. The second type of benefit that can be expected is a reduction in the number of vehicles that reduce speed in order to read standard street name signs. A reduction in "slow-downs" would reduce delay not only to the individual motorist that is making the slow-down but also to other vehicles following closely behind.

It was determined that there was not a practical field-study method to collect Before and Mter data on the number of DAB maneuvers and slow-downs. Therefore, various assumptions were made to calculate the expected benefits. Also, it was decided to apply these assumptions to an "average" intersection rather than each of the 285 intersections at which signs were to be installed. Analysis of the 285 intersections showed that the average ADTwas approximately 18,000 vehicles per day on the major street and approximately 9,000 vehicles per day on the minor street. The following additional assumptions were made for this project: a reduction of one DAB and one slow-down every 2500 and 1000 vehicles respectively, two additional stops required for each DAB, one minute of delay for each slowdown, five seconds of delay for each slow-down, 0.0125 gallons of gas used for each DAB, and 0.007 gallons of used for each slow-down.

Based on the assumptions made, the project resulted in an estimated $196,658 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,516,320 stops, a total annual fuel savings of 22,745 gallons, and an annual delay savings of 15,269 vehicle-hours. To evaluate the savings of the project, fuel consumption is valued at $1.00 per gallon, stops are valued at $0.014 each, and delay is valued at $10.00 per vehicle-hour. The total cost of the project was $200,000. Thus, the resultant benefit to cost ratio computed was 1.0 to 1.

Fort Worth, Texas Signing Project


Major Minor

AVERAGE ADT/INTERSECTION 18,000 - 9,000 (veh/intersection)

DRIVE AROUND THE BLOCK (DAB) 7.2 3.6

(1 DAB/2500 veh)

SLOW DOWNS (SO) 18 9

(1 SD/1 000 veh)

NO. OF INTERSECTIONS 273 156 Daily Totals Unit Values Annual Savings

DAB 3931.20 1123.20 5054.40 $21,228

SAVINGS IN (2 stops/DAB) $0.014

STOPS so N.A. N.A. N.A. N.A. (N.A.)

DAB 32.76 9.36 42.12 $126,360

SAVINGS IN DELAY (1 min./DAB) $10.00

(veh-hrs) so 6.83 1.95 8.78 $26,325

(5 sec/SO)

DAB 24.57 7.02 31.59 $9,477

SAVINGS IN FUEL (0.0125 gal/DAB) $1.00

(gals) so 34.40 9.83 44.23 $13,268

(0.007 gal/SO)

PROJECT COST: $200,000 TOTAL ANNUAL SAVINGS: $196,658




Figure 1 - Typical Metro Sign


Traffic Management

Fort Worth, Texas

....-------------..,'

W©~®@@~® ~u ~[~¥ ~~~~mL

Page C- 61

Signing Project

Page C- 62

Fort Worth, Texas

Traffic Management

W®~~®U [8)~~~ ~ ~ [!{1f ~~(G) ~1r

~(Q)(Q) v

Signing Project


~ ~

~~@~~®W ~~®WW~~~® .~~ ~[~1]' ~~~~1r

~~~~~®W@@~ ~~ '

~[~1]' [L[[f~ <}~@@ ~@@@ {>

' ·~



Fort Worth - Various Intersections

The City of Fort Worth Department of Public Works and Transportation worked on the following project. This project is composed of twenty-five isolated intersections located all over Fort Worth. Seventeen signalized intersections were operated as fully actuated, four were operating as semi-actuated, and four were operating on fixed-time. The traffic signals at these intersections are not coordinated with any adjacent signals.

Several tasks were completed during this project, including collection of traffic data, installation of new traffic signal controller equipment, optimization of peak period timing plans, implementation of optimized timing plans fine tuning of implemented signal timings and calibration of Before and After conditions using TRANSYT-7F, a signal timing simulation/optimization computer program. New traffic signal controllers were installed at all locations within this project. Most of the controllers at these intersections were very old, malfunctioned often, and were potentially hazardous due to their lack of conflict monitors. This project also accomplished the task of replacing the old non-NEMA controllers with modem NEMA controllers.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included collection of peak and off-peak hour turning movements, field measurements of signal phasing and timing and approach stop delay for two approaches to each of the twenty-five intersections. All of this data was collected to evaluate and calibrate existing conditions. As part of the phasing optimization, the ability to provide protected plus permitted or permitted only phasing was explored. This process included analytical computations, visual inspection, and other considerations, such as sight distance problems, in order to make a final decision on what left tum treatment should be used at each intersection. After implementation of left tum phasing at all possible intersections, TRANSYT-7F was further used to analyze the effects of these phasing changes. All locations performed at acceptable levels of service.

Based on the TRANSYT-7F simulation, the project resulted in an estimated $5,481,555 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 6,312,643 stops (a 9.77 percent reduction), a total annual fuel savings of 401,973 gallons (a 39.76 percent reduction), and an annual delay savings of 499,121 vehicle-hours (a 67.91 percent reduction). The total cost of the project was $323,163. Thus, the resultant benefit to cost ratio computed is 17 to 1.

Fort Worth, Texas Various Intersections


STOPS TOTAL SYSTEM FUEL (gals)

DELAY (veh-hrs)




PM 2002 210.66 165.61 AM 1 1 1

HAS/DAY OFF 9.5 9.5 9.5 PM 1.5 1.5 1.5 AM 2195 83.2 73.38


TOTAL 21042 1663.735 1339.91

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $88,377 $4,991,205 $401,973




Page C- 66

1 N

Not to scaJe I

"' ., :r: ...:

Q) Granbury & Unhoralty @ Nortl'lalde & OalthuriUYucca

@ Home & Ubby @ Belknap & SylvaNa

@ CreaUlne & Montgomery @ RIY.,.Ide & Race/Belknap

0 CarrcR & Wlllte Settlement . @ Firat & Rlve,.ide

@ Nortl'lalde Or. & Lee @'"SytvaN& & Rtveralde

@ Azle & Ephrlham @ L.ancaater & LH. 35

0 McKinley & 28th St. @ Vickery & Rtv.,.lde

@ Clinton & 25th SL @ Maddox & Rlverelde

® Decatur & Long @ B~ & MltcheU

• @

~ MWer & Ramey

@ Berry & Statcuo

@ H-y & Lancaster

@) Ellla & Handley

@Brentwood & Star/Welle;

" .. ..

Traffic Management

: 0 ....

FIGURE 1

I NTEFISECTION LOCATIONS @ Oeen & Lono @ Pecos & Wlthata

~-------------------------------~



Close Loop System Projects

The City of Houston Public Works and Engineering Department worked with a consultant on the following project. The close loop system project involved improvements along three arterials, namely, Broadway, Studewood, and Airline Drive. Broadway has seven intersections between Gulf Freeway and Hobby Airport. Studewood has four intersections between White Oak and Main. Airline Drive has twelve intersections between Main and North Loop. Hence, a total of twenty-three intersections were modified in this project.

The systems on Broadway and Studewood were replaced with a computerized signal control system. These systems will have a system master controller that communicates to the individual intersections and to a computer at the Traffic Operations Center. The computer will monitor the two systems and detect any maintenance problems. Any changes in the timing plans can be made from another computer in the signal engineer's office. The system on Studewood will also have a reversible lane with changeable message signs. The reversible lane will act as a two way left tum lane during off peak conditions. The signals along Airline Drive were modified and retimed to prepare for the new Flexible Advanced Computerized Traffic Signal system. Of the twenty three intersections in the system, fifteen were modernized and retimed and the remaining were only retimed. The attached figures display the intersections modified in this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths and signal timings were determined using PASSER II for each of the three study periods.

Based on the PASSER II simulation, the project resulted in an estimated $3,497,368 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 6,795,929 stops (a 8.7 percent reduction), a total annual fuel savings of 477,825 gallons (a 24 percent reduction), and a total annual delay savings of 292,440 veh-hrs (a 40 percent reduction). The total cost of the project was $1,591,250. The resultant benefit to cost ratio computed for one year was 2.2 to 1.

Houston, Texas Close Loop System Projects


STOPS TOTAL SYSTEM FUEL (gals}

DELAY (veh-hrs}


AM 18109 1722.7 150.7 104.5 490.55 380.09 HOURLY OFF 18887 17380 155.2 93.4 467.92 356.17 VALUES PM 27444 23781 375 211.9 716.69 533.65


PM 3663 163.1 183.04 AM 2 2 2

HAS/DAY OFF 9 9 9 PM 2 2 2 AM 1764 92.4 220.92


TOTAL 22653 974.8 1592.75

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $95,143 $2,924,400 $4n,825

PROJECT COST: $1,591,250 TOTAL ANNUAL SAVING $3,497,368

BENEFIT!COST RATIO: 2.20



MATCH LINE 2


Page C-70

8 0 ~ w a ::::l I(/)

Houston, Texas

~ -

~ <t 0 w===-1- ~e

~

j II

e~ I''

~.'' , "' II II II II II

Traffic Management

r ~---

-

r~~-! I

a IJ.J 1-u IJ.J 1-0 0:: u.. 1-0 z e w 1-0 z

(/) IJ.J ;;

IJ.J 1-z <t ooa:: ...J .C? !"? ~ IJ.J OHD f= ...J I I 0 w oc V}£i:!'1 0 ...J a:: LL.. •••• ...J lJJ I \.O <;f" o::x:

>Z-+-wOX -J+ 0::2X X X


Traffic Management

Houston, Texas

MATCH UNE I

a.. ~ 0 0 ----

-' -z_-.--..

4 z

I·

(/) CD CD (3

2: ~-

.:r-w u > a: w (J)

0 0 U)

Page C- 71

-

t--==

I-t >.:-r-iII ' "



::J =-=..r-:::: t -w -~ ----=-~ ~ ~~r: rr

Li I ~ I 'I I I

>a::: a::: LLJ

I ~= I ~~ I ~~t:h

f() I ) ~ I ~ R I II :

~- 1:1,~ - ~i!l~ ~:s.-~> ~---

a:::==--- 1' + ---= = UJ - -m-n .. r:r1 ~_li ~'1 :rr-

1' I @ I II I l \{) .



Houston Signing Project

The City of Houston Department of Public Works and Engineering worked on the following sign improvement project. Advance street name signs and overhead street name signs were installed on eight arterials. Apart from the arterials selected in the other TM projects, Bissonnet and Richmond too were selected to install the advance street name signs. The signs installed used Diamond Grade Material made by 3M to evaluate the advantages of using Diamond Grade Material over Engineering Grade Material. The signs give advance notice of the next major cross street and were placed approximately 350 to 500 feet in advance of the intersection. 316 advance signs and 316 overhead signs were installed at 79 signalized intersections.

There are two basic types of benefits that can be expected from this signing project. The first is a reduction in the number of vehicles that would miss making a turn at the desired cross street and would have to make a "drive-around-block" or U-turn maneuver to come back to their desired location. A reduction in "drive-around-block" (DAB) maneuvers would reduce fuel consumption and delay by reducing the distance traveled and would also reduce the number of stops if it is assumed that each DAB requires additional stops. The second type of benefit that can be expected is a reduction in the number of vehicles that reduce speed in order to read standard street name signs. A reduction in "slow-downs" would reduce delay not only to the individual motorist that is making the slow-down but also to other vehicles following closely behind.

It was determined that there was not a practical field-study method to collect Before and After data on the number of DAB maneuvers and slow-downs. Therefore, various assumptions were made to calculate the expected benefits. Also, it was decided to apply these assumptions to an "average" intersection rather than each of the 79 intersections at which signs were to be installed. Analysis of the 79 intersections showed that the average ADT was approximately 20,000 vehicles per day on the major street and approximately 9,000 vehicles per day on the minor street. The following additional assumptions were made for this project: a reduction of one DAB and one slow-down every 2500 and 1000 vehicles respectively, two additional stops required for each DAB, one minute of delay for each slowdown, five seconds of delay for each slow-down, 0.0125 gallons of gas used for each DAB, and 0.007 gallons of used for each slow-down.

Based on the assumptions made, the project resulted in an estimated $142,965 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,102,285 stops, a total annual fuel savings of 16,535 gallons, and an annual delay savings of 110,998 vehicle-hours. The total cost of the project was $150,765. Thus, the resultant benefit to cost ratio computed is 1.0 to 1.

Houston, Texas Houston Signing Project


Major Minor

AVERAGE ADT/INTERSECTlON 20,000 9,000

(veh/intersection)

DRIVE AROUND THE BLOCK (DAB) 8 3.6

(1 DAB/2500 veh)

SLOW DOWNS (SO) 20 9

(1 SD/1 000 veh)

NO. OF INTERSECTIONS 159 157 Daily Totals Unit Values Annual Savings

DAB 2544.00 1130.40 3674.40 $15,432

SAVINGS IN (2 stops/DAB) $0.014

STOPS so N.A. N.A. N.A. N.A.

(N.A.)

DAB 21.20 9.42 30,62 $91,860

SA VJNGS IN DELAY (1 min./DAB) $10.00

(veh-hrs) so 4.42 1.96 6.38 $19,138

(5sec/SD)

DAB 15.90 7.07 22.97 $6,890

SAVINGS IN FUEL (0.0125 gal/DAB) $1.00

(gals) so 22.26 9.89 32.15 $9,645

(0.007 gal/SO)



Houston, Texas Houston Signing Project


Southwest Projects

The City of Houston Public Works and Engineering Department worked with a consultant on the following project. The Southwest project involved improvements along four arterials, namely, Gessner, Kirby, N. Braeswood, and S. Braeswood. Gessner has five intersections between Bellaire Blvd. and Richmond. Kirby has three intersections between Sunset and University. North and South Braeswood have eleven intersections between Holcombe Blvd. and Stella Link. Hence, a total of nineteen intersections were modified in this project.

The signals along these arterials were modified and retimed to provide optimum progression. Outdated equipment was replaced and other modernizations performed to bring the signal installation up to the standards specified by the Texas Manual of Uniform Traffic Control Devices. Of the nineteen intersections in the system, fifteen were modernized and retimed and the remaining were only retimed. The attached figures display the intersections modified in this project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths and signal timings were determined using PASSER II for each of the three study periods.

·Based on the PASSER II simulation, the project resulted in an estimated $14,129,376 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 30,753,000 stops (a 18 percent reduction), a total annual fuel savings of 518,634 gallons (a 16.3 percent reduction), and a total annual delay savings of 1,318,020 veh-hrs (a 48 percent reduction). The total cost of the project was $443,205. The resultant benefit to cost ratio computed for one year was 31.9 to 1.

Houston, Texas Southwest Projects



DELAY (veh-hrs)


AM 66207 48403 1470.8 732.7 1126.52 953.86 HOURLY OFF 31556 28610 281.9 176.9 642.24 526.48

VALUES PM 77932 57738 1849.7 863.6 1278.87 1108.06

AM 17804 738.1 172.66

DIFFERENCES OFF 2946 105 115.76

PM 20194 986.1 170.81

AM 2 2 2

HAS/DAY OFF 9 9 9 PM 2 2 2

AM 35608 1476.2 345.32

DAILY OFF 26514 945 1041.84

TOTALS PM 40388 1972.2 341.62 TOTAL 102510 4393.4 1728.78

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $430,542 $13,180,200 $518,634


BENEFIT/COST RATIO: .

31.88



I aun I.PlDW

z ·o II

·· .. ~ ~11111~ ~


Page C -78 Traffic Management


Traffic Management Page C-79

c~ ~~ ~ L· ~r='-' J,~i!l ~ -· ~ 0:>- z (DID --- :J -z -~t ¢ =------- ~ ,

-I - -I --~~t 1 r

LL.I

---,r ._.

:'t (/)

'o I I 0

(I)

~i)l~ <;!"

>= l"\.

' ~ Cl.. --- (/)

r g ~ ~ --- LL..

~ ~d!Yr . ::> Ill

.1

111 1 -~

l{i)J~ L ~ ---


Page C- 80

Houston, Texas

't::l Q)

0 Q)

0 ... a.. 0 z

Traffic Management

l --==--

~~~1 r 1 rr 1 . I . (\J

I I II ~

-41)ijl~ ~ -

MATCH LINE I'

Southwest Projects


Austin Highway System

The City of San Antonio Department of Public Works and Transportation worked on the following project. A total of nine signalized intersections were included in this project. The Austin Highway System includes the northeast-southwest arterial Austin Highway which is a high capacity design with a 5-lane cross-section, and is conducive to high quality signal operation. This street provides the direct connection from the Alamo Heights area to Northeast Loop 410 and the Pan Am Expressway (IH 35). Also, Austin Highway is a major facility serving the bulk of shopping and commercial uses in northeast central San Antonio, and is the main access (via Walzem Road) to a major shopping mall.

All intersections in this system were formerly isolated. The uncoordinated system was transformed to a modern digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. No intersections in this system were oversaturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of resolving congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic .volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 17,600 vehicles. Optimum cycle lengths were determined using PASSER 11-90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A 100 second cycle length produced good progression in both directions. Based on PASSER II results and manual adjustments, the overall bandwidths obtained were 37 seconds for northeast-bound and 32 seconds for southwest-bound traffic respectively, for a bandwidth efficiency of 35 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $101,382 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 2,463,000 stops (a 24 percent reduction), a total annual fuel savings of 33,900 gallons (a 12 percent reduction), and an annual delay savings of 3,300 veh-hrs (a 6 percent reduction). Average speed on Austin Highway increased about 30 percent (11 mph), and the total peak flow delay in the PM peak period was reduced by 80 percent, from 166 seconds to only 34 seconds, saving over 2 minutes of travel time in the 3.4 mile section which received the improvements. The total cost of the project was $58,576 and the resultant benefit to cost ratio was 1.7 to 1.

San Antonio, Texas Austin Highway System


-

STOPS TOTAL SYSTEM FUEL (gals) DELAY (veh-hrs) \


HOURLY VALUES PM 17021 12916 85.4 79.9 462.6 406.1 DIFFERENCE PM 4105 5.5 56.5

HAS/DAY PM 2 2 2 DAILY TOTALS PM 8210 11 113

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $34,482 $33,000 $33,900



San Antonio, Texas Austin Highway System

Traffic Management

San Antonio, Texas

aT'T loiAHT AJNEii- •

FlASHER

SCHOC7.. cROSSING . :

. cUlSE!llOOP IUS!t:Ji

"!'Mil~

Page C- 83

Austin Highway System


Bandera System

The City of San Antonio Department of Public Works and Transportation worked on the following project. A total of five signalized intersections were included in this project. The Bandera System includes the north-south arterial Bandera Road, which is a high capacity design with a four to six-lane cross-section. This street is a major facility serving the bulk of shopping and commercial uses in the northwest San Antonio area. Motorists from the residential areas in the northwest portion of the city also use the Bandera Road to gain access to Loop 1604 and N.W. Loop 410. The extremely high traffic demand causes congestion at three of the intersections.

All intersections in this system were formerly isolated. The uncoordinated system was transformed to a modem digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. The three critical intersections experiencing congestion were Bandera/Eckert, Bandera/Mainland, and BanderajGuilbeau. Much of the congestion at these intersections was caused by inadequate roadway capacity, and by anomalies in the layout of the roadway network. The analysis performed in this project has underscored a need for two-lane left turns from Bandera to Mainland and to Guilbeau. There was also a need to provide more capacity on the Eckert Road approach to Bandera.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The total critical lane volume was nearly 1,900 vehicles per hour. Optimum cycle lengths were determined using PASSER II-90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A 120 second cycle length produced a good progression in both directions. PASSER II results gave a 51 second northbound band and a 35 second southbound band, resulting in a bandwidth efficiency of 36 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $278,485 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 2,581,800 stops (a 28 percent reduction), a total annual fuel savings of 46,740 gallons (a 15 percent reduction), and an annual delay savings of 19,560 veh-hrs (a 22 percent reduction). Average speed on Bandera Road increased about 30 percent (12 mph), and the total peak flow delay in the PM peak period was reduced by 45 percent, from 80 seconds to only 44 seconds, saving 36 seconds of travel time in the 2.5 mile section which received the improvements. The total cost of the project was $55,044 and the resultant benefit to cost ratio was 5.1 to 1.

San Antonio, Texas Bandera System





HAS/DAY PM 2 2 2 DAILY TOTALS PM 8606 65.2 155.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $36,145 $195,600 $46,740



San Antonio, Texas Bandera System

Page C- 86

I~

) .;

I

CITY MAM'AINED- •

F!.ASHER .. •• SCiiOOL cRosSING . : •

~~t!U~~~ii~~-;.. .. a..Omi LOOP MArn:ll

San Antonio, Texas

;>I

L----.

Traffic Management

Bandera System


Broadway /Nacogdoches System

The City of San Antonio Department of Public Works and Transportation worked on the following project. A total of twenty nine signalized intersections were included in this project. This system includes the major arterial streets which provide access to Northeast Loop 410 from the northeastern portion of San Antonio and the Alamo Heights areas. Commuters in this vicinity also use these surface streets to gain access to local schools, businesses and offices. Nacogdoches Road and its new southeast extension (Basse Road) also now provides a major route for motorists interchanging between McAllister Freeway and IH-410. These two freeways do not have freeway connections.

All of the intersections in this system, except for two, were formerly isolated. The uncoordinated system was transformed to a modem digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Northeast Loop 410 was used as the boundary for dividing the Broadway/Nacogdoches System into two subsystems: System A and System B. PASSER II was used to analyze these subsystems. System A includes the intersections north of the freeway. Many of the signals in this subsystem have multiple phases, and require a relatively long cycle length. A 85 second cycle was found to be the best compromise cycle length for System A System B contains the intersections south of the Northeast Loop 410. Most of the signals in this subsystem have two-phase signals. A cycle length of 75 seconds provided a good progression and minimized delay on the side-street approaches.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $276,277 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 6,199,800 stops (a 20.1 percent reduction), a total annual fuel savings of 63,480 gallons (a 10 percent reduction), and an annual delay savings of 12,600 veh-hrs (a 9.4 percent reduction). Average speed on Broadway and the northern portion of Nacogdoches Road increased up to 7.5 miles per hour, and the total delay in the PM peak period was reduced by 40-77 percent, saving up to 1.3 minutes of travel time in each direction on both of these two arterial streets. The total cost of the project was $112,080 and the resultant benefit to cost ratio was 2.5 to 1.

San Antonio, Texas Broadway /Nacogdoches System




HOURLY VALUES PM 51317 40984 222.7 201.7 1059.2 953.4 DIFFERENCE PM 10333 21 105.8

HRSIOAY PM 2 2 2 DAILY TOTALS PM 20666 42 211.6

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $86,797 $126,000 $63,480





=

.&. NOT CITY. • OWtiFJ). •'

NOT . CITY OWNE!) BUT.

i~~~~~~~~!~~~~~~~i~~~~f~~ CITY MANT.l.INE!:i •.

FLASHER . • ••

SOiOOL cROS$NG • :

.. a..ilSEO LOOP MAS'Ii:il

i- .. ~ nl.tE.MASiC:it

o .. FlXEll_ TIME MAS'ie:ii.REI..AT

FncE0 TIME



De Zavala System

The City of San Antonio Department of Public Works and Transportation worked on the following project. The De Zavala System includes the east-west arterial De Zavala Road. This street provides direct connection from residential areas in north San Antonio to the Northwest Expressway (IH-10). It also provides access to a local elementary and a high school. Traffic volume on this roadway is relatively light.

A total of four signalized intersections were included in this project. All intersections in this system were formerly isolated. The uncoordinated system was transformed to a modem digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. No intersections in this system were over-saturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of resolving congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 14,765 vehicles. Optimum cycle lengths were determined using PASSER II-90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A single alternate system required a 42 second cycle and a double alternate system operated an 85 second cycle with a progression speed of 45 mph and a signal spacing of 1,400 feet. The double alternate system was used and the PASSER II optimization was regenerated. Based on the PASSER II results and manual adjustments, the overall bandwidths obtained were 32 seconds for westbound and 41 seconds for eastbound traffic respectively, and a bandwidth efficiency of 43 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $21,797 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 601,200 stops (a 23 percent reduction), a total annual fuel savings of 7,980 gallons (a 13 percent reduction), and an annual delay savings of 540 veh-hrs (a 6 percent reduction). Average speed on De Zavala Road increased about 8 percent (4.3 mph), and the total peak flow delay in the PM peak period was reduced by 29 percent. The total cost of the project was $9,138 and the resultant benefit to cost ratio was 2.4 to 1.

San Antonio, Texas De Zavala System





HAS/DAY PM 2 2 2 DAILY TOTALS PM 2004 1.8 26.6

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $8,417 $5,400 $7,980



San Antonio, Texas De Zavala System

Page C- 92

' .i ,.. ~ .

San Antonio, Texas

Traffic Management

NOT. CITT OWNfD inrr" CITT. MAM'AllEit . . ~~~J~~ 1'\.ASHER :. •• $OtOOL cROSSING • ; •

. . CL0sEo LOOP MASn8

.. • . ElliED. TlloiE.J.IASTEt . r :_i:Jxai:nMEMASro!..RElAT

De Zavala System


Fredericksburg System

The City of San Antonio Department of Public Works and Transportation worked on the following project. A total of nine signalized intersections were included in this project. The Fredericksburg System includes the north-south arterial Fredericksburg Road, which has a four-lane cross-section. Because of the limited access to Northwest Freeway (IH-10), many drivers use this roadway instead of the freeway for short trips in the corridor. It is a major facility serving the bulk of shopping and commercial uses in the northwest central San Antonio area, and is the main access to Northwest Loop 410, Cross Roads Mall, IH-10, and the CBD. The attached figure displays the project network system.

The northern portion of the system was formerly isolated and the southern portion was an electro-mechanical two-dial system with hard-wire interconnect. The system was transformed to a modern digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. No intersections in this system were oversaturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of resolving recurrent congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 19,603 vehicles. Optimum cycle lengths were determined using PASSER II-90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A 100 second cycle length produced a good progression in both the directions. PASSER II obtained an attainability of 0.57. Based on the PASSER II results and manual adjustments, the overall bandwidths obtained were 29 seconds for northbound and 25 seconds for southbound traffic respectively, for a bandwidth efficiency of 27 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $82,884 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 906,000 stops (a 9 percent reduction), a total annual fuel savings of 11,700 gallons (a 5 percent reduction), and an annual delay savings of 5,850 veh-hrs (a 9 percent reduction). Average speed on Fredericksburg Road increased about 30 percent (8 mph), and the total peak flow delay in the PM peak period was reduced by 76 percent, from 118 seconds to only 28 seconds, saving 1.5 minutes of travel time in the 2.2 mile section which received the improvements. The total cost of the project was $72,345 and the resultant benefit to cost ratio was 1.2 to 1.

San Antonio, Texas Fredericksburg System


-STOPS TOTAL SYSTEM FUEL (gals)

DELAY (veh-hrs}


HOURLY PM 13729 12521 85.5 77.7 296.3 280.7 DIFFERE PM 1208 7.8 15.6 HRS/DAY PM 2.5 2.5 2.5 DAILY TO PM 3020 19.5 39

UNIT VAL $0.014 $10.00 $1.00

ANNUAL $12,684 $58,500 $11,700



San Antonio, Texas Fredericksburg System

Traffic Management

f i .

,, :1

f

NOT CITY. • OWNED- ,'

. NOT CITY OWNED Bur' err( loiAI'ITAINEii· • •

FLASHER .. • •.

SCHOO!. cRosslNG • :

. ct.6sEo LOOP MASn:8

'1'\"!lilr-<~::JJ t .. _f))@ TIME..M~ . . .

!r::t:i-:'i-'t•i*j:,. . .FIXF:O_ TIME MASTEII.RELAT • FIXF:D TIME

San Antonio, Texas

Page C- 95

Fredericksburg System


Northwest System

The City of San Antonio Department of Public Works and Transportation worked on the following project. A total of sixty-six signalized intersections were included in this project. The Northwest System includes all the major arterial streets which provides access to Northwest Loop 410, Northwest Expressway (IH-10) and US 281 from the northwestern portion of San Antonio. Babcock Road, Fredericksburg Road and Wurzbach Road are the main feeders to the South Texas Medical Center. Blanco Road, Lockhill-Selma Road and Vance Jackson Road are the major northwest-southeast arteries and West Avenue is a major northeast-southwest arterial street. These streets carry significant traffic with drivers gaining access to Northwest Loop 410 and US 281. The attached figure displays the project network system.

Of the total 66 intersections in this system, half were previously coordinated, which included a system within the Medical Center area, a section of Fredericksburg Road, portions of Wurzbach Road, the northwestern end of Lockhill-Selma Road and all the signals on West Avenue. The system was transformed to a modern digital large-scale coordinated system. A left turn bay associated with a left turn signal was added for the southeast-bound approach at Lockhill-Selma/N.W. Military Highway. Also, Lockhill-Selma east of Military Highway was widened to a four-lane cross section which provided two through lanes on northwest-bound Lockhill-Selma.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER II-90 and TRANSYT-7F for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method.

Based on the PASSER II-90 and TRANSYT-7F simulation, the project resulted in an estimated $1,594,129 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 20,437,800 stops (a 23.5 percent reduction), a total annual fuel savings of 276,000 gallons (a 11.2 percent reduction), and an annual delay savings of 103,200 veh-hrs (a 12.8 percent reduction). Commuters along the major streets such as Babcock Road, Blanco Road, Fredericksburg Road and West Avenue are now enjoying a dramatic 40-60 percent reduction in moving delay and an improvement in average speed of 9 miles per hour. The total cost of the project was $576,027 and the resultant benefit to cost ratio was 2.8 to 1.

San Antonio, Texas Northwest System




HOURLY VALUES PM 145159 111096 1348 1176 4101 3641 DIFFERENCE PM 34063 172 460


UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $286,129 $1,032,000 $276,000





\ I '"'/.••

/.~ .. J \h·ram~ Manngement Pr~

\ Northwest S~·stem -a 3000•

Lc.::.= • SCHOOl. CJIIOSSIHG .

~ lteulstll t.OOPUAS"!U • . fJlCil:l T':1r.I(.JU.STVl

/ r 'lXCO. T~ .. £ w&STER..I\EUT e 1tX!]) T1M(

U.G...:HTUI~

r.



Poteet Highway System

The City of San Antonio Department of Public Works and Transportation worked on the following project. The Poteet Highway System includes the north-south arterial Poteet-Jourdanton Highway, which is a 4-lane arterial with left turn bays, and is accompanied by two continuous two-way marginal access roads. Poteet-Jourdanton Highway provides access to Pan Am Expressway (IH-35) and Southwest Loop 410, and is the major road used by traffic generated by Palo Alto College.

A total of three signalized intersections were included in this project. All intersections in this system were formerly isolated. The uncoordinated system was transformed to a modern digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. No intersections in this system were oversaturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of resolving congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 10,921 vehicles. Optimum cycle lengths were determined using PASSER 11-90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. An 85 second cycle length produced good progression in both the directions. PASSER II runs gave an attainability of 1.00, and obtained a 28 second northbound band and a 36 second southbound band, resulting in a bandwidth efficiency of 38 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $28,513 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of703,800 stops (a 27 percent reduction), a total annual fuel savings of 12,660 gallons (a 19 percent reduction), and an annual delay savings of 600 veh-hrs (a 4 percent reduction). Average speed on Poteet Highway increased about 70 percent (20 mph), and the total peak flow delay in the PM peak period was reduced by 80 percent, from 71 seconds to only 14 seconds, saving nearly a full minute of travel time in the one mile section which received the improvements. The total cost of the project was $18,789 and the resultant benefit to cost ratio was 1.5 to 1.

San Antonio, Texas Poteet Highway System




HOURLY VALUES PM 4290 3117 24 23 112.5 91.4 DIFFERENCE PM 1173 1 21.1

HRSJOAY PM 2 2 2 DAILY TOTALS PM 2346 2 42.2

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $9,853 $6,000 $12,660



San Antonio, Texas Poteet Highway System

Traffic Management

I -~ ~~·

San Antonio, Texas

CITY MAI'lTAINE!i- '

FLASHER .. ••

SCHOOl.. cROSSING . : •

Page C- 101

. a.bSED LOOP MAST'Eil .-

o .. EJ:ilEI) TlM£.MASTE!t . . ~~~~~~~~~~~~~~~~~~~~~~~~~ r .OO:T.lMEMA.STDtREl.AT ~

Poteet Highway System


Southeast Military System

The City of San Antonio Department of Public Works and Transportation worked on the following project. The Southeast Military System includes the east-west arterial Southeast Military Drive, which is a high-capacity design with a 4 to 6-lane cross-section, and is conducive to high quality signal operation. Military Drive provides access to the two entrances to Brooks Air Force Base, and therefore carries significant military commuter traffic. Motorists also use this route for gaining access to IH-37.

A total of seven signalized intersections were included in this project. All intersections in this system were formerly isolated. The uncoordinated system was transformed to a modem digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. The intersections at Pickwell and Fairlawn has time-base coordinated signals due to the presence of IH-37. No intersections in this system were over-saturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of resolving congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 16,800 vehicles. Optimum cycle lengths were determined using PASSER II -90 for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A 90 second cycle length produced good progression in both the directions. PASSER II gave an attainability of 1.00, and obtained a 23 second westbound band and a 20 second eastbound band, resulting in a bandwidth efficiency of 25 percent.

Based on the PASSER II-90 simulation, the project resulted in an estimated $180,833 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,945,200 stops (a 24 percent reduction), a total annual fuel savings of 33,000 gallons (a 16 percent reduction), and an annual delay savings of 12,060 veh-hrs (a 20 percent reduction). Average speed on Southeast Military Drive increased about 30 percent (10 mph), and the total peak flow delay in the PM peak period was reduced by 49 percent, from 128 seconds to only 65 seconds, saving over a full minute of travel time in the 2.8 mile section which received the improvements. The total cost of the project was $54,818 and the resultant benefit to cost ratio was 3.3 to 1.

San Antonio, Texas Southeast Military System

Traffic Management Page C-103



HOURLY VALUES PM 13388 10146 101 80.9 348 293 DIFFERENCE PM 3242 20.1 55

HAS/DAY PM 2 2 2 DAILY TOTALS PM 6484 40.2 110

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $27,233 $120,600 $33,000



San Antonio, Texas Southeast Military System

Page C -104

21 • 22 -· 23

San Antonio, Texas

~~ synchronization

,__Traffi_c__.U-:-. ght ,,

_ ... Program Phase ~ :,

•

TRAFF1C SIGNAL INVENTORY

$NAL

AClliAmlNOT r::rrr· • OWNEl).

NOT CTT OWNtD ~T· CITY IUot<T .uNtli- . -

FLASI£l! SCHOOL cROSSING • ; _

-a.bSE!l LOOP MASTt:S

_FIXED. nME MASI<.RJIEUT

Traffic Management

25 •

Southeast Military System


W. W. White System

The City of San Antonio Department of Public Works and Transportation worked on the following project. The W. W. White system includes one north-south artery and three east-west arteries which provide connections to IH 10 and the S.E. Loop 410. This roadway has high friction and low capacity intersections, resulting in generally poor traffic progression. The attached figure displays the project network system and cross streets.

A total of fifteen signalized intersections were included in this project. Ten of the fifteen intersections were formerly isolated. The uncoordinated system was transformed to a modern digital closed-loop coordinated system. Two-way communications have been established via two-pair interconnect. No intersections in this system were over-saturated in the existing condition, and any improvements in the system are strictly the result of the increased efficiency of the signal timings, not of the resolving recurrent congestion problems.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. The average daily traffic on this network was 12,700 vehicles. Optimum cycle lengths were determined using PASSER II -90 and TRANSYT -7F for the PM peak period to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. The system used "double cycling" design in which it uses a designated cycle length (50 seconds) for some signals and the remaining signals operate at twice that cycle length (100 seconds). PASSER II gave a 24 second northbound band and a 25 second southbound band, resulting in a bandwidth efficiency of 49 percent for the 50 second cycle.

Based on the PASSER 11-90 and TRANSYT-7F simulation, the project resulted in an estimated $107,140 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 2,681,400 stops (a 31.9 percent reduction), a total annual fuel savings of 27,600 gallons (a 13.5 percent reduction), and an annual delay savings of 4,200 veh-hrs (a 10 percent reduction). Average speed on W. W. White system increased over 30 percent (8 mph), and the total peak flow delay in the PM peak period was reduced by 59 percent, from 147 seconds to only 61 seconds, saving 1.4 minutes of travel time in the 2 mile section which received the improvements. The total cost of the project was $61,044 and the resultant benefit to cost ratio was 1.8 to 1.

San Antonio, Texas W. W. White System




HOURLY VALUES PM 13999 9530 70 63 340 294 DIFFERENCE PM 4469 7 46


UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $37,540 $42,000 $27,600




Traffic Management Page C -107

CITY W.f'IT AJNEI) ·

FI..ASHER

SCHOO\. CJiOSSING.: ~~~!--'~~~~§~~~~~~§§§~~~~~~~n~{'-::-:-- --, cUlSEll L.OOP W.S"Tl:l! 1

0 .• F.JXE) "mlt.MASTDt . I ...... TIHD.AlC .... :.<Y . b · -~-·Tllr.lE MA.STEft.RELAT lfU.ss "•"0""~" :;;.

RXEl "mlE I




Traffic Management PageD -1

APPENDIX D

INDIVIDUAL PROJECT SUMMARIES

MEDIUM AND SMALL CITIES

PageD- 2 Traffic Management


Individual Project Summaries - Medium and Small Cities

Reduction In Dally Totals Delays Fuel Cons. Total Savings Total Cost

Cities Projects Stops (veh-hrs) (gal) ($) ($) 8/C Rallo Page Baytown Garth Road (13395 71.0 429.0 $285 441 $38931 7.3 D· 5 Beaumont Calder/Phelan/Eleventh System (35147 3384.2 11,442.9 $13,437 705 $279076 48.2 D- 8 Bellaire Bellaire Boulevard and Bissonnet Street 5~96 32.6 314.2 $426403 $202,750 2.1 D- 13 Brownsville Roosevelt Street 2080 67.8 53.0 $1140180 $230768 4.9 D. 16 College Station College Station Signal System 27916 451.2 427.3 $1598 917 $3~926 5.3 D- 19 Copperas Cove U.S.190 39178 309.3 104.8 $5619438 $75066 74.9 D • 22 DelRio Spur239 2390 37.4 41.9 $134 814 $27 033 5.0 D-26 Denton Eagle Drive 30,390 427.2 497.4 $1,558,446 $65,411 23.8 D-30

U.S. 380 at Carroll Boulevard 2334 24.8 32.6 $469 974 $17 891 26.3 D • 33 Garland Belt Line 621 17.4 18.3 $301 946 $72370 4.2 D-36 Grand Prairie Great Southwest Parkway and Arkansas Lane 1,500 0.4 4.8 $45,000 $21,568 2.1 D- 39

Carrier Parkway and Marshall Drive 1,516 0.1 4.0 $39,936 $10,287 3.9 D- 42 Carrier Parkway and State Highway 303 1,958 7.6 85.6 $283,518 $200,066 1.4 D- 45 Great Southwest Parkway and !.H. 20 1140 2.9 12.0 $85140 $23,723 3.6 D- 48

Laredo Laredo Central Business District 15942 74.7 81.5 $315 575 $168_,470 1.9 D- 51 Leon Valley Huebner and Evers s 590 96.9 90.6 $1,706108 $90 163 18.9 D • 54 Longview High Street and McCann Road Systems 23 982 443.8 412.6 $1 555 904 $111 267 14.0 D • 57 N. Richland Hills Rufe Snow Drive Svstem 11663 112.5 57.0 $403 738 $114 420 3.5 D- 61 Odessa 42nd Street 64338 1 709.5 2585.0 $6,174 220 $160 673 38.4 D-64 Richardson Richardson-Entire Signal System 188938 8572.0 7678.0 S2M12940 $217 000 132.8 D- 67 San Angelo Main Street and 19th/18th Streets 303 3.0 4.0 $58,068 $43 252 1.3 D • 70 Waco Valley Mills 2L363 120,6 95.3 $2001498 $172620 11.6 D- 73



Traffic Management PageD- 5

Garth Road

The City of Baytown Department of Public Works and Transportation worked on the following project. Garth Road is a north-south arterial located centrally in the city. This arterial project includes nine signalized intersections in the City of Baytown. Garth Road is generally a four-lane undivided roadway with a continuous two-way left turn lane. The cross streets range from two-lane collector streets to six-lane frontage roads of a controlled access facility. Congestion along the arterial is most pronounced during afternoon and evening peak periods. The traffic congestion occurs in both directions during these periods. The traffic control along this arterial existed as a mixture of pre-timed, semi-actuated and full actuated controllers. The current signal timings were implemented as signals and were added along the arterial over the past ten years. The uncoordinated signal controllers were replaced with a time-base coordinated control system. The attached figure shows the project network system, cross streets, and link distances.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, delay and travel time studies, and an operating cost study. Fifteen minute directional counts were obtained for three locations along this arterial within the project limits. Counts were used for AM peak, PM peak, and Off peak times. These turning movement counts were then used to program PASSER II for arterial progression analysis. Initial runs were made to determine the optimum cycle lengths and the most effective phasing schemes for the various intersections. Once an effective combination of phasing schemes were determined, the remaining runs were made.

The three signal timing and coordination plans developed by using PASSER II were implemented and test runs were made to determine the validity of the computer generated timing and offsets. Minor changes to offsets were necessary to improve progression and to smooth operation of the diamond interchange which is crossed by this arterial. Final revised timings were simulated using PASSER II after these changes were made to obtain the final measure of effectiveness used in the improvement evaluation.

Based on the PASSER II simulation, the project resulted in an estimated $285,441 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual increase of 4,018,500 stops (a 21.54 percent increase), a total annual fuel savings of 128,700 gallons (a 23.25 percent reduction), and an annual delay savings of 21,300 veh-hrs (an 15.01 percent reduction). The total cost of the project was $38,931. Thus, the resulting benefit to cost ratio computed was 7.3 to 1.

Baytown, Texas Garth Road



-


AM 7492 9105 57 48 238 192 HOURLY OFF 5244 6374 40 34 167 134 VALUES PM 8990 10926 68 58 306 230

AM -1613 9 46 DIFFERENCES OFF -1130 6 33

PM -1936 10 76 AM 1 1 1

HRS/DAY OFF 7 7 7 PM 2 2 2 AM -1613 9 46

DAILY OFF -7910 42 231 TOTALS PM -3872 20 152

TOTAL -13395 71 429

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($56,259) $213,000 $128,700



Baytown, Texas Garth Road

Traffic Management

1200'

1800'

2068'

1550'

275'

220'

835'

Baytown, Texas

N I

13890 v.p.d.

12724 v.p.d.

PageD- 7

Baker Rd. • • • • • • • • • • • • • ·T· · · · · e ~ • • •

Birdsong Dr. • • •

13229 v.p.d. • • •

Rollingbrook Dr. •

12438 v.p.d.

• •

4 Lanes w/ Continuous 2-way Left Turn Lane

• Scenic Dr. •

Northwood Dr. • •

12862 v.p.d. 12465 v.p.d. • •

C Loop 201 •

~L 6 r.an:S W/

][

Schilling Ave. continuous 2-way left turn lane

• -.r- Park St. • • · · · · • · · · • • · • •L• • • o • • c

SPEED LIMIT 40 ti?H

Garth Road


Calder /Phelan/Eleventh System

The City of Beaumont Department of Public Works and Transportation worked on the following project. Dominant characteristics include a well-established CBD with major employment centers, IH-10 and US 69 freeways, major residential areas north, south, and west of the CBD, and the Port of Beaumont. The project limits extend from Magnolia to Twenty-Third on Calder/Phelan and from IH-10 to College on Eleventh. Significant cross street intersections were also included. The attached figure shows the project network system, cross streets, and link distances.

The Calder /Phelan/Eleventh Signal System is a closed-loop signal system which utilizes NEMA TS-1 controllers. These controllers are eight phase, fully actuated units. System communication is provided through an RS-232 port on the controller front panel and a shelf-mounted 4800 baud line modem. A unique feature of this system is that the master controller functions as both the master and local at the intersection it is located.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings, intersection geometries, speed and travel time studies, and an operating cost study. Manual turning movement counts were conducted at all intersections within the study area. Counts were used for AM peak, PM peak, and Off peak times using actual peak fifteen minute periods. PASSER II and PASSER III runs were completed using signal timing parameters currently in place. Once the base conditions were established, PASSER II and PASSER III were again used to determine the optimum cycle length and timings. The focus throughout the system was to reduce the cycle length as much as possible. This yielded significant delay reduction in a great portion of the system.

Timing data appropriate for installation in controllers was developed from the PASSER II and PASSER III results. Where required, diamond interchange timings were integrated into arterial timings. Once installed the timings were fine tuned to achieve the objectives set out in the optimization runs. While these objectives were generally to provide one-way progression, a measure of two-way progression was provided in some portions of the system as a part of the fine tuning process.

Based on the PASSER II and PASSER III simulation, the project resulted in an estimated $13,437,705 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual increase of 10,543,92 stops (an 8.14 percent increase), a total annual fuel savings of 3,432,870 gallons (a 59.83 percent reduction), and an annual delay savings of 1,015,245 veh-hrs (a 38.17 percent reduction). The total cost of the project was $279,076. Thus, the resulting benefit to cost ratio computed was 48.2 to 1.

Beaumont, Texas Calder/Phelan/Eleventh System



-


AM 35927 37301 943.3 546.1 625.9 621.6 HOURLY OFF 39083 44672 631 501.7 2195.2 725.3 VALUES PM 56568 50680 1811.6 599.2 1149.2 874.4

AM -1374 397.2 4.3 DIFFERENCES OFF -5589 129.3 1469.9

PM 5888 1212.4 274.8 AM 1.5 1.5 1.5

HAS/DAY OFF 7.5 7.5 7.5 PM 1.5 1.5 1.5 AM -2061 595.8 6.45

DAILY OFF -41918 969.75 11024.25 TOTALS PM 8832 1818.6 412.2

TOTAL -35147 3384.15 11442.9

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($147,615) $10,152,450 $3,432,870




PageD -10 Traffic Management

{ r ---, FIGURE 1 - SYSTEM CONFIGURATION r _._ l "i __ ,_!b 11 I ~~~~~- SECTION 1 --1-~! II '_NORTH

I I I -~ I " I I I ~ I

__ 1 __ 1 _~u~~~·N ::z::

1 Me FADDIN

..... " I I ~ ~ i I I

LL :E W

L - - - - -f- - - - -- - - - - _J I IL r CALDER IL r IL r I r IL F 1

I =t 11 =t 11r =t 11 =t 1 =t 11 • L: ~-----, r-- ------, I

~w::z:: I I I I I IL - I BROADWAy

~ I I I - 11 I

I I I I I I

I II = I LIBERTY I I ~ J ,--r, 11· I I L -r- J

MASTER LOCATION: SEVENTH I CALDER

I I -1-!! -1-----LA __ UREL

L -~ J


Traffic Management

\ FIGURE 2 - SYSTE s

M CONFIGURATION ECTION 2

MASTER LOCATION: X

0 ... z ... w I

~ 11.1 ... TENTH I CALDER

a: r---- I :l

0

Ill r= u. -· _J Ill I

I. -r-

~ I I : I Ill r= I

-·· --d Ill I

L ___

L r= - IL _J 111 _J ,---

I

ffi ,-ll: r ... _____ _j

1_1;= II d.l -

I ,-I _J ~ P!!~LAN

PageD -11

r--,

1-'" ~I I I IH-10

I IlL I ldll I I ~ I

11.1

I ; I 11.1

luL -I HARRISON r ld 111 I I I

NORTH I IlL -I X

'd. 111 1 ... z

.11.1 ... -----' L--r:_-, r CALDER Ill r= I 'FI

11 :::!. lit _J I I 1---, ~--f-_j

I I L -----]_ II_ I LIBERTY I llr=l

_j I 111 1 r---

u~~ C-1-LAUREL

111

L

L_~


PageD -12

z 0 1-

" z >-:i: IU

-J ., o( rr ~

0 u

FIGURE 3 - SYSTEM CONFIGURATION SECTION 3

IU 1-1-w IU X " u IU " z -J 0 o( -J "' -I 0 1-112 u Cl)

Traffic Management

0 0 0 ~ z z >--J z -J

"' 0 u. :z:

r- -~ - - - - - - 1- - - - - _.._ - - - ~ - - - - - -~ l I Ill ¥ I ¥ I ¥ EL~~ENTH Ill l ~ ll 1= I 1= I ¥ I

I d lfl :: lf _j f j lllf _j lf _j fr :4 f I

L -~ - - - - - - t- - - - - -1- - - - r- - - - - - __ .._ J

MASTER LOCATION: CORLEY I ELEVENTH



Bellaire Boulevard and Bissonnet Street

The City of Bellaire Department of Public Works and Transportation worked on the following project. A total of eleven signalized intersections are included in this study. There are two principal east-west arterial streets included in this project, Bellaire Blvd. and Bissonnet St. Although the City is a modest size, approximately 13,000 people, it is in the middle of southwest Houston and traffic problems on the arterial streets are the same as those of a major metropolitan area. The arterial street volumes in the City range from 15,000 to 35,000 vehicles per day. The objective of this project was to improve the traffic signal operations along these two streets and three other signalized intersections that are adjacent to these streets. In addition to signal retiming, the project involved the installation or modification of traffic signal controllers, vehicle loop detectors and communications to the existing closed-loop computer system. The attached figure shows the project network system, cross streets, and link distances.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic signal inventories, turning movement counts, geometric surveys, and an operating cost study. Eleven of the seventeen intersections within the city currently controlled by traffic signals are included in this TM program. Traffic signal phasing for the majority of the intersections involved have some form of protected left turn phasing, while four intersections in the project are simply four phase without protected left turn phasing.

Travel time and delay studies were conducted during three time periods for each direction of flow. PASSER 11-90 was used to simulate the AM peak, Off peak, and PM peak hours for a normal weekday. This simulation was completed for the existing conditions and compared to actual travel time and delay field data. The Passer 11-90 program was also used to provide optimized traffic signal timings for the After conditions achieved by the proposed improvements. Future conditions were then simulated assuming that the traffic signals were coordinated and retimed by the closed-loop system. These were compared with the Before conditions.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $426,403 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 16,738,800 stops (a 22.02 percent reduction), a total annual fuel savings of 94,260 gallons (a 8.41 percent reduction), and an annual delay savings of 9,780 veh-hrs (a 3.2 percent reduction). The total cost of the project was $202,750. Thus, the resultant benefit to cost ratio was 2.1 to 1.

Bellaire, Texas Bellaire Boulevard and Bissonnet Street



-


AM 30115 19714 121.9 115 463.9 401.4 HOURLY OFF 21372 18241 83.3 81.4 307.5 291.8 VALUES PM 32465 24361 137 133.3 482.2 434.7


PM 8104 3.7 47.5 AM 2 2 2

HRS/DAY OFF 6 6 6 PM 2 2 2 AM 20802 13.8 125


TOTAL 55796 32.6 314.2

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $234,343.2 $97,800 $94,260





~ ~ R~IC~H-M~O~N~C~A~V~E~N~U~E-·+-------~------~~----~1-----~e---------r----1\

::~:_~..:..!R~ BL VJ.

w u ~

~ :::> 0 (J')

gr=EL=M~--.. -+----• a:: :r w z ~

BE!..LAIRE =L'/D.

<(

c (J')

L2G;;-\"D - COMPC"TER CO~TROLLED TRAFFIC SIG~AL SY:::TDf

·. ~.!E:"?RO . C:T:· OF BELU.lP..E)



Roosevelt Street

The City of Brownsville Department of Public Works and Transportation worked on the following project. The project is located northeast of the city's downtown area. 13th and 14th Streets form a one-way pair of streets between the Gateway International Bridge to Mexico and Roosevelt St. The one-way pair of streets serves as the major north-south access roadway to the Brownsville CBD. 13th St. flows northbound and 14th St. flows southbound to Mexico. The one-way pair changes at Roosevelt St. where both streets become two-way. The majority of the traffic traveling northbound on 13th St. must tum right on Roosevelt St., travel one block eastbound to 14th St., and tum left on 14th to continue northbound. At the northwest corner of 13th St. and Roosevelt St. is an elementary school that generates additional vehicular and pedestrian traffic. The attached figure shows the project network system and cross streets.

Before the project both 13th St. at Roosevelt St. and 14th St. at Roosevelt were controlled by non-interconnected fixed-time single-dial traffic signal controllers. Each controller was operating at a different cycle length. The street structure was deteriorated to the point that pavement markers and vehicle detectors could not be maintained. The proposed project included the reconstruction of Roosevelt St. between 13th St. and 14th St. and the reconstruction of the south approach of 13th St. in order to add one lane for the critical northbound movement. The traffic signal installations were modernized completely, and included new NEMA type controllers, signal interconnect, vehicle detectors, and pedestrian signals with push button actuation. The new equipment provided the capacity of multiple cycles of operation.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, and intersection geometries. Simulation of Before and After conditions was provided by TRANSYT -7F. Analysis of the improvements produced very successful results. Roadway capacity was increased by 45% on Roosevelt Street's critical eastbound approach to 14th Street. Traffic signal synchronization under multiple cycles of operation, coupled with increased roadway capacity, reduced overall travel time by 60%.

Based on the TRANSYT-7F simulation, the project resulted in an estimated $1,140,180 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 624,000 stops (a 11.44 percent reduction), a total annual fuel savings of 15,858 gallons (a 20.59 percent reduction), and an annual delay savings of 20,364 vehicle-hours (a 36.22 percent reduction). The total cost of the project was $230,768. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the results benefit to cost ratio computed for savings over a period of five years was 4.9 to 1.

Brownsville, Texas Roosevelt Street



-


AM 1786 1492 14.1 12.3 22.1 20.1 HOURLY OFF 1740 1613 15 11.1 22.6 19.6 VALUES PM 2088 1723 34.5 14.1 38.8 23.3

AM 294 1.8 2 DIFFERENCES OFF 127 3.9 3

PM 365 20.4 15.5 AM 2 2 2

HRS/DAY OFF 6 6 6 PM 2 2 2 AM 588 3.6 4

DAILY OFF 762 23.4 18 TOTALS PM 730 40.8 31

TOTAL 2080 67.8 53

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $8,736 $203,400 $15,900





' \ ROOSEVEI..T STREET



College Station Signal System

The City of College Station Department of Public Works and Transportation worked on the following project. The traffic signal network involve 37 intersections with three isolated intersections and the remaining intersections broken into seven subsystems. Each of the signal subsystems in College Station is on a major or minor arterial. Some of these arterials have exceeded the capacity of the roadway during peak periods. Typical Off peak periods also exhibit excessive delays and stops. A high percentage of these delays and stops was attributed to failed system detectors, signal phasing limitations of the previous system, and outdated signal timing plans. The original signal system replaced in this project was a ten year old COMTRAC system which ran on a DATA GENERAL NOVA central computer, and was limited in both the number of signal phasing plans available and system expansion. The attached figure shows the project network system and cross streets.

Signal system improvements consisted of the installation of 14 new NEMA controller cabinets, 36 EAGLE EP AC 300 signal controllers, five master controllers, central computer software and hardware for two locations and an extensive array of signal hardware. All intersections received new Closed-loop Signal System compatible traffic signal controllers. Many signal phasing changes were made throughout the system. The majority of these changes were conversions from protected only left-turns to protected/permissive left-turns.

As part of the Before and/or After studies, peak hour turning movement volumes, signal phasing and timing, intersection geometries, arterial data, and network travel time data using the floating car technique were collected. All of this data was collected to evaluate and calibrate Before and After conditions. Optimized signal system timing plans were developed for the AM, Noon, Off, and PM peak periods. TRANSYT-7F, a signal timing simulation/ optimization computer program, was utilized to evaluate the isolated intersections as well as the signal systems. PASSER II was not used due to the high percentage of turning movement volumes. Instead the offset calculated by TRANSYT-7F for each intersection was hand adjusted to provide an optimum balance between travel time and system delay, stops, and fuel consumption.

Based on the TRANSYT-7F simulation, the project resulted in an estimated $1,598,917 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 8,374,756 million stops (a 6.3 percent reduction), a total annual fuel savings of 128,190 gallons (a 2.8 percent reduction), and an annual delay savings of 135,348 vehicle-hours (a 10.8 percent reduction). The total cost of the project was $302,926. Thus, the resultant benefit to cost ratio was 5.3 to 1.

College Station, Texas City Wide Signal System



DELAY (veh-hrs)

-BEFORE AFTER BEFORE AFTER BEFORE AFTER

AM 38628 33301 375.09 290.72 1296.97 1178.35 HOURLY OFF 34114 32380 300.73 276.18 1192.49 1175.72

VALUES NOON 38026 36690 361.1 329.33 1338.48 1319.67 PM 58048 52401 737.5 623.43 2016.98 1878.04 AM 5327 84.37 118.62

DIFFERENCES OFF 1734 24.55 16.n

NOON 1336 31.n 18.81 PM 5647 114.07 138.94 AM 1 1 1

HAS/DAY OFF 9 9 9

NOON 1 1 1

PM 1 1 1

AM 5327 84.37 118.62

DAILY OFF 15606 220.95 150.93

TOTALS NOON 1336 31.77 18.81

PM 5647 114.07 138.94

TOTAL 27916 451.16 427.3

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $117,247 $1,353,480 $128,190



College Station, Texas City Wide Signal System

Not to Seole

.,.

8s > :gl ·~1---"-1 J ! ------It

------

e blolln9 Slvnollztd lnlonocllon

0 SOHP f Uolnlolntd Slgnof

8 Four-W<Iy Slop

® tnler .. cllon Node Humbw

Southern Poclflc R.R./Missouri Poclflc R.R.

FIGURE J

INTERSECTION IDENTIFICATION AND LINK DISTANCES COLLEGE STATION SIGNAL SYSTEM

' tv .....


u.s. 190

The Urban Development Department of the City of Copperas Cove worked with the Texas Department of Transportation on the following project. The project improvements include geometric modifications at the intersection of U.S. 190 and Robertson Avenue. This was previously an off-set intersection, requiring two sets of traffic lights for two tee intersections. This intersection was aligned into a normal cross intersection, served by only one traffic signal. The improvements also include retiming five signalized intersections on U.S. 190 over a length of 9,840 feet.

U.S. 190 is a six-lane arterial for the first 2,500 feet after which it changes to a fourlane arterial. A continuous left tum lane and right tum lanes at intersections are provided all along the arterial. Four of the five intersections are T intersections. All intersections in this system are pretimed. The intersections have between three and four phases. Pedestrian controls are present only at the intersection with Robertson Avenue. The traffic control system is an electro-mechanical, fixed-time, three-dial controller. The system operates in yellow flash from 11:45 pm to 5:30 am. Congestion on the arterial is most pronounced during the morning and evening peaks each of which last for two and three hours respectively. The traffic during the peak periods is mainly comprised of work trips to and from Fort Hood. The attached figure shows the project network system and cross streets.

In order to evaluate the system performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER ll-90 for the peak periods to establish a baseline for evaluating the results of the computer models. Six travel time runs were made in each direction of the street using the "Floating Car" method. A 90 second cycle length produced good progression in both the directions. Personnel from the Texas Department of Transportation and the Texas Transportation Institute actively assisted City personnel in using the computer software.

Based on the PASSER ll-90 simulation, the project resulted in an estimated $5,619,438 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 11,753,400 stops (a 37 percent reduction), a total annual fuel savings of 31,440 gallons (a 3.5 percent reduction), and an annual delay savings of 92,790 veh-hrs (a 38 percent reduction). The total cost of the project was $75,066. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio was 74.9 to 1.

Copperas Cove, Texas u.s. 190




AM 12135 4773 141.5 26.2 265.2 235.4 HOURLY OFF 5503 3650 27.1 23 182.6 179.2 VALUES PM 12648 9438 105.3 90 328.3 322.3


PM 3210 15.3 6 AM 2 2 2

HAS/DAY OFF 8 8 8 PM 3 3 3 AM 14724 230.6 59.6


TOTAL 39178 309.3 104.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $164,548 $927,900 $31,440



Copperas Cove, Texas u.s. 190

PageD- 24

Copperas Cove, Texas

0 <"~I ~

tl • 5 VI ~~?

I I II

II

J J

I I I I

I J

............ -v . .

---~.6 =::

II

II

II

II

II

II

II

!L

r

l I l i

1

1

Traffic Management

u.s. 190

Traffic Management

-- J jl ~-=- _j ~L _j L ···- -.1--..... • .·· --I' -I I ~~ I I I

CD 0 (J)

StCOU< ltlf[Jh'A&,........,. srour MUD

' US> --· I z , • s us•to un J.ID c ' • • • • ' IISIIO '· z •. t • • c ' • • ' .cet•rSOM ... '· ' • • • • c ' • CIIOSS SJRUJ ..... t2

u ....

Copperas Cove, Texas

<l--------J>

PageD- 25

f;~ .. "H-,.3

Rcbu-r.o"" A~~~~ Alij"-tn~ "-1-

A~i<r- C.."t>h'l'o..ho "'-

u.s. 190


Spur 239

The City of Del Rio Department of Public Works and Transportation worked on the following project. The arterial covered in this project, Spur 239 known as Garfield Avenue, carries all traffic between Del Rio and Ciudad Acuna, Mexico. Traffic on Garfield Avenue has been increasing and will continue to increase with improved trading between the U.S. and Mexico. Garfield Avenue also serves the downtown district of Del Rio. The attached figure shows the project network system, cross streets, and link distances.

Garfield Avenue has four signalized intersections. All four intersections were included in this project. The Garfield signal system was a fixed-time system with all four intersections interconnected by hardwire. The system had one solid state and three mechanical controllers and was on a 60-second cycle for 24 hours. Main Street and Pecan Street have pedestrian signal heads for crossing Garfield Avenue on the southwest side. The pedestrian signals operate on a combined pedestrian vehicular interval. They are not pedestrian actuated.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, speed and travel times, intersection geometries, and an operating cost study. Project improvements consisted of new controllers installed at all four intersections. Optimum cycle lengths were determined using PASSER II-87 for the AM and PM peak periods. The system now consists of time-base solid state controllers and operates on a 65-second cycle. As the new controllers were installed, the optimal signal timing plans were implemented.

Test car travel time studies were made on all arterial links in the system. Although synchronization is provided for Garfield Avenue and Spur 297, the studies were performed on Garfield Avenue. The test car studies show that travel times were decreased for the system. The measured travel times were compared to the travel times predicted by PASSER 11-87. The comparison indicates that the measured travel times and predicted times are in close agreement with only minor discrepancies. Therefore, no calibration of the PASSER II input was done.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $134,814 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 717,000 stops (a 6.09 percent reduction), a total annual fuel savings of 12,576 gallons (a 8.18 percent reduction), and an annual delay savings of 11,200 vehicle-hours (a 13.13 percent reduction). The total cost of the project was $27,033. Thus, the resultant benefit to cost ratio was 5 to 1.

Del Rio, Texas Spur239




HOURLY AM 2115 1995 13.4 12.2 31.99 29.68 VALUES PM 3501 3286 25.8 22.3 44.83 41.1

DIFFERENCES AM 120 1.2 2.31 PM 215 3.5 3.73

HAS/DAY AM 2 2 2 PM 10 10 10 AM 240 2.4 4.62

DAILY TOTALS PM 2150 35 37.3 TOTAL 2390 37.4 41.92

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $10,038 $112,200 $12,576



Del Rio, Texas Spur239

PageD -28

Del Rio, Texas

\ \

T 0 N

t ....

"'

t zt-<(LLJ ULLJ A't/M LLJC:: -3NO o..:;;

w ::::>

iD z ·o w "' >

<( ......

ZLLl - LLl <(0:: :::Et-

(/)

0 ;... _J N w "' u...

0:: <( c.!) 1 ~~ ww

ZLLJ

-~, 0::1-(.!)(/)

Traffic Management

z 0 ............ c..!)w

AVM ~LLJ - -3NO ::r:O::

(/) ...... <((/) s:

~

rr:f\ 0:: (j) ::> 0.. ~ Vl N

Spur 239

Traffic Management

SPUR 239

. ~ .

Del Rro, Texas

PageD- 29

SPUR 239 45•0C

STRIPING FOR INTERSECTION FIGUR£ 2

Spur 239


Eagle Drive

The City of Denton Department of Public Works and Transportation worked on the following project. Denton is a city of approximately 70,000 people. Because of its two universities, Denton is generally regarded as a university town. The University of North Texas has a student population of approximately 26,500 and employs approximately 2,400 faculty and staff. The Texas Women's University with a student population of approximately 8,000 employs 850 faculty and staff. The attached figure shows the project network system and cross streets.

Eagle Drive has six signalized intersections but only five are part of this project. The terminal signal at the intersection of Eagle Drive and Bell Avenue is on the Bell signal system. All the traffic signal controllers are eight-phase model1880 EL Transyt controllers with internal time-base coordination. Eagle Drive has no dedicated tum lanes except at the Carroll Boulevard intersection. Also, there are numerous curb cuts and driveways on Eagle Drive. The combination of these factors results in a significant number of left-turning traffic blocking or impeding through traffic on the inside lanes of Eagle. Therefore, most through traffic tend to avoid the inside lanes. When school is in session, the average daily traffic on Eagle ranges between 14,000 and 19,000 vehicles at different sections. Congestion is often most prominent on the section between Avenue A and Welch Street with heavy left turns outbound at Avenue A and inbound at Welch.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, speed and travel times, intersection geometries, and an operating cost study. The field data were compared to those predicted by PASSER II and found not to be in close agreement. However, results from the After field studies showed a significant improvement over the Before results. Existing controllers and cabinets at Avenue C, Avenue A, Welch and Elm were replaced with new eight-phase Model 1880 El Transyt controllers. The existing system loops were found to be inoperative and needed repair; therefore, an additional 30 system loops were installed. Optimal timing plans were recommended for the AM, Off Peak, and.PM Peak periods with the assistance of PASSER II. Cycle lengths ranged from 55 seconds to 90 seconds at 5 second intervals.

Based on the PASSER II-87 simulation, the project resulted in an estimated $1,558,446 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 9,117,000 stops (a 24.60 percent reduction), a total annual fuel savings of 149,208 gallons (a 21.78 percent reduction), and an annual delay savings of 128,160 vehicle-hours (a 37.30 percent reduction). The total cost of the project was $65,411. Thus, the resultant benefit to cost ratio was 23.8 to 1.

Denton, Texas Eagle Drive



DELAY (veh-hrs)

-


AM 10890 7615 113 66.1 195.4 133.48 HOURLY OFF 7659 5828 69 40.5 144.31 118.72

VALUES PM 12577 9812 114.6 90.4 224.96 166.15

AM 3275 46.9 61.92

DIFFERENCES OFF 1831 28.5 25.59

PM 2765 24.2 58.81

AM 2 2 2

HRS/DAY OFF 10 10 10

PM 2 2 2

AM 6550 93.8 123.84

DAILY OFF 18310 285 255.9

TOTALS PM 5530 48.4 117.62

TOTAL 30390 427.2 497.36

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $127,638 $1,281,600 $149,208



Denton, Texas Eagle Drive


~~·F_

-~~f ~

-......

--}~~t-_ ......

- -.... - ,,, - c----._: <.D ......

~·tU•C .:6- 'T10MW:)

j·~·~ C\J J [ a> I<)

C\J

_j~[ 1~11[

=•= M:nM

:P"'C ~Ut4 -· ~ Y"J.W

--------:!1111~

-<.D cncn <:t

~~~~~L ..J ~ <:t ~ < zz C!) t:) - ~ cncn

~~ = z~ ~=

'"MY :;·- ~~ - -=-,, .. ,, • • Denton, Texas Eagle Drive


U.S. 380 at Carroll Boulevard

The City of Denton Department of Public Works and Transportation worked on the following project. The project is on the southbound approach of Carroll Boulevard at its intersection with U.S. Highway 380. Carroll Boulevard and U.S. 380 are arguably the two busiest primary arterials in Denton. Near the intersection, U.S. 380 has an average daily traffic of approximately 30,000 vehicles per day and Carroll has approximately 20,000. U.S. 380 is an east-west highway that bisects the city while linking it with Collin County on the east and Wise County on the west. There are numerous traffic generators near the project area. U.S. 380 carries considerable pass-through traffic with a significant percentage of heavy vehicles.

At the intersection, U.S. 380 has one left-turn lane and two through lanes on each approach and an exclusive right-turn lane on the eastbound approach. Carroll has one lefttum lane and three through lanes on each of its approaches. Carroll Boulevard is a continuation of Fort Worth Drive that links Denton with Northeast Tarrant County and terminates just short of one mile north of U.S. 380. Current signalization is westbound lead and eastbound lag on U.S. 380; northbound and southbound left, and northbound/southbound through on Carroll. Both left turns on U.S. 380 are protected only.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, speed and travel times, intersection geometries, and an operating cost study. The project involved constructing a right turn lane on the southbound approach of the intersection of U.S. 380 and Carroll Boulevard. The attached figure displays the completed construction under this project. Results from analyses with PASSER II-90 for the Before and After conditions indicate moderate improvement in all the measures of effectiveness for all the time periods covered by the study. The installation of a right turn lane provides for a higher percentage of right-turn-on-red, and as a result decreases delay and increases operational efficiency for the intersection.

Based on the PASSER II-90 simulation, the project resulted in an estimated $469,974 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 700,214 stops (a 5.53 percent reduction), a total annual fuel savings of 9,792 gallons (a 6.15 percent reduction), and an annual delay savings of 7,440 vehicle-hours (a 5.7 percent reduction). It was assumed that the modifications implemented will yield benefits for five years. The total cost of the project was $17,891. Thus, the resultant benefit to cost ratio was 26.3 to 1.

Denton, Texas U.S. 380 at Ca"oll Boulevard



-




PM 92 1 1.33 AM 2 2 2

HAS/DAY OFF 10 10 10 PM 2 2 2 AM 380 4.8 5.98

DAILY OFF 1no 18 24 TOTALS PM 184 2 2.66

TOTAL 2334 24.8 32.64

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $9,803 $74,400 $9,792



Denton, Texas U.S. 380 at Carroll BoULevard


FIGURE 2. INTERSECTION GEOMETRY

I I c I I II)

I I 01 CJI

J l~l \ 0

I CARROLL BLVD.

I I ----------............

..L----- 4------- 4--__, ~ = _. ----___.

--I c I I I I I

Denton, Texas U.S. 380 at Carroll BoULevard


Belt Line Road

The City of Garland Department of Transportation worked with a consultant on the following project. The city of Garland has an ongoing program to install and operate a citywide closed-loop traffic signal control system. One of the subsystems for the new system includes eight intersections on Belt Line Road from Laurel Oaks Drive on the west to Kingsbridge Road on the east.

From a capacity point of view, the intersection of Shilo with Belt Line and the intersection -of North Garland with Belt Line are the most critical. At these two intersections, there is an unusually heavy demand for the north bound left turning traffic from the cross streets during the AM peak. Both these intersections have a single left tum lane in the north bound direction. Thus, a significant amount of the green time was allocated to the north bound left tum movement reducing the progression band along the arterial. The cross streets have a 32 foot median. Hence, dual left tum lanes were constructed for the north bound approaches at both the critical intersections. The attached figure displays the completed project.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER 11-90 for each the AM, Off, and PM peak periods.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $302,055 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 186,357 stops (a 0.6 percent reduction), a total annual fuel savings of 5,527 gallons (a 0.7 percent reduction), and an annual delay savings of 5,228 veh-hrs (a 2.6 percent reduction). The total cost of the project was $72,370. It was assumed that the modifications implemented will yield benefits for at least five years. Thus, the resultant benefit to cost ratio computed for savings over a period of five years was 4.2 to 1.

Garland, Texas Belt Line Road



-




PM 54 1.2 1.4 AM 1 1.0 1.0

HRS/DAY OFF 7.25 7.25 7.25 PM 1.5 1.5 1.5 AM 446 14.9 14.8


TOTAL 621 17.4 18.4

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $2,609 $52,275 $5,527



Garland, Texas Belt Line Road

PageD- 38

LEGEND

e PROJECT INTERSECTIONS

0 OTHER INTERSECTIONS IN BELT LINE ROAD SIGNAL SUBSYSTEM

Garland, Texas

Traffic Management

0 1000 zooo

e-w-w 111:.\a Dl 1DT

:i

Belt Line Road


Great Southwest Parkway and Arkansas Lane

The City of Grand Prairie Department of Public Works and Transportation worked on the following project. This study analyzes Great Southwest and Arkansas Lane. Great Southwest Parkway is a north-south arterial which runs almost the full length of the city. It serves such diverse land use as commercial, light industrial and residential. Arkansas Lane is an east-west arterial which serves residential housing to the east of the intersection and commercial, multi-family and light industrial development to the west of the intersection. Arkansas Lane has a full diamond interchange at SH-360 just one mile west of its interseetion with Great Southwest Parkway. It is this interchange which draws the high percentage of right-turns on the southbound approach, particularly during the PM-peak period.

A right tum only lane was constructed for the southbound traffic on Great Southwest Parkway to reduce the queue lengths, particularly during the PM peak period. The attached figure displays the completed construction under this project.

The traffic signal at Great Southwest and Arkansas Lane is a fully actuated, 8-phase NEMA signal controller. The signal is part of time-based signal system developed by City staff using PASSER II-87 under the Traffic Light Synchronization Program. The system runs three patterns during the AM, Off and PM peak traffic conditions. Cycle length, splits and phase sequence developed under TLS were used in both the Before and After evaluation. No adjustments were made to the AM-Peak, Off-Peak and PM-Peak timing plans.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, turning movement counts, signal timings and phasing, arterial data and an operating cost study. This data provided input to the HCM/Cinema program. Field studies were carried out on five intersections and the results were found to be in accordance with 1985 Highway Capacity Manual values; however, as a result of these field studies it was decided to use an ideal saturation flow of 1600 vph for left-turn/storage bays. An operational analysis was run in HCM/Cinema for each time period to determine intersection delay.

Based on the NETSIM simulation, the project resulted in an estimated $45,000 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 450,000 stops (a 68.6 percent reduction), a total annual fuel savings of 1,440 gallons (a 5.71 percent reduction), and an annual delay savings of 126 veh-hrs (a 2.43 percent reduction). The total cost of the project was $21,568. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 2.1 to 1.

Grand Prairie, Texas Great Southwest Parkway and Arkansas Lane


STOPS TOTAL SYSTEM FUEL (gals} DELAY (veh-hrs)

- -


AM 123 81 1.03 1.12 3.2 3.6 HOURLY OFF 165 43 0.98 0.98 6.4 6

VALUES PM 310 90 3.7 3.4 13.2 12 AM 42 -0.09 -0.4

DIFFERENCES OFF 122 0 0.4 PM 220 0.3 1.2

AM 2 2 2 HAS/DAY OFF 8 8 8

PM 2 2 2

AM 84 -0.18 -0.8

DAILY OFF 976 0 3.2

TOTALS PM 440 0.6 2.4 TOTAL 1500 0.42 4.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $6,300 $1,260 $1,440



Grand Prairie, Texas Great Southwest Parkway and Arkansas Lane

100' RlGHT TURN LANE JHPRDVEHENT

150' TRANSJTION

-\ -\ ' ----_____ .______ / ----

/-100' LEFT-TURN-BAY ,.-!"

R=30'

>-

-:> vJ l9

··I

12'LANES

R=30' / 150' TRANSITION

N

,-I-------_ARK.ANSBS LANE

............

R=30' 100'

.-w---1-100' LEFT-TURN-BAY

12'LANES I'


Carrier Parkway and Marshall Drive

The City of Grand Prairie Department of Public Works and Transportation worked on the following project. This study analyzes Carrier Parkway and Marshall Drive. This intersection involves the crossing of a four-lane undivided minor arterial roadway, Marshall Drive, and a four-lane divided major arterial roadway, Carrier Parkway. Marshall Drive runs east-west and serves the corporate campus of LTV Corporation, Missiles and Electronics Group. Carrier Parkway is a north-south roadway which runs almost the full length of the city, from the northern end of the industrial district known as Great Southwest Industrial District to the residential areas to the south. Carrier Parkway has interchanges at SH-360, at the north end and IH-20 at the southern end. It also crosses IH-30, passing west of the "central business district." The attached figure shows the project network system and cross streets.

The Carrier Parkway and Marshall Drive traffic signal is a fully actuated, 8-phase NEMA signal controller. Only six phases are utilized, since east-west is set-up as a split phase operation. The timing for this signal was obtained from field studies during three study periods. This timing data was used in PASSER II-87 to optimize the signal operation. The best solution phasing timing recommended by PASSER II was then used in HCM/Cinema for both the Before and After study. This was done to isolate the affects of the geometric and signal timing improvements.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, signal timings and phasing, intersection data, and an operating cost study. As a result of field studies it was decided to use an ideal saturation flow of 1600 vph for left-turn/storage bays. Stop/Delay studies were performed which showed intersection capacity deficiencies. An optimum cycle length was found with the use of PASSER II. This recommended cycle length was then used along with other field data as input into HCM/Cinema. An operational analysis run in HCM/Cinema for each time period determined intersection delay. A final simulation in the software NETSIM estimated fuel consumption for 15 minutes of each study period.

Based on NETSIM and PASSER II simulation, the project resulted in an estimated $39,936 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 454,800 stops (a 27.57 percent reduction), a total annual fuel savings of 1,200 gallons (a 2.02 percent reduction), and an annual delay savings of 42 veh-hrs (a 0.26 percent reduction). The total cost of the project was $10,287. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 3.9 to 1.

Grand Prairie, Texas Carner Parkway and Marshall Drive




AM 263 227 2.95 2.93 10.8 10.8

HOURLY OFF 380 297 4.4 4.39 15.2 14.8

VALUES PM 966 576 5.93 5.92 27.2 26.8 AM 36 0.02 0


AM 2 2 2

HAS/DAY OFF 8 8 8 PM 2 2 2

AM 72 0.04 0

DAILY OFF 664 0.08 3.2

TOTALS PM 780 0.02 0.8 TOTAL 1516 0.14 4

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $6,367 $420 $1,200



Grand Prairie, Texas Carrier Parkway and Marshall Drive

>-

E

150'TRANSITION I ~ ' :3 -"C" I ~

t 0..

XTENDED 175' LEFT TURN LANE I I I ~

w ~

I 1'1: N Q:

STOPB~ <[

12'LANES R=15' ""'-. u /"R=15' ~ "-'-.. I (/)

- \ . - - - - - - - - - -

W'.MARSHALL- - - - - -\ - - -_.,.,. CROSSY/ALK / I ~-15' 4 1 DOUBLE YELLD\J

R=l5' "' I ~ r-100'LEFT TURN LANE 12'LANES--.~ 1---

I )~ ~150'TRANSITION I I


Carrier Parkway and State Highway 303

The City of Grand Prairie Department of Public Works and Transportation worked on the following project. This study analyzes Carrier Parkway and SH 303. This intersection involves the crossing of a four-lane divided major arterial roadway, Carrier Parkway, and a six-lane divided state highway, SH 303. Carrier Parkway is a north-south roadway which runs almost the full length of the City, from the northern end of the industrial district to the residential areas to the south. Carrier Parkway has interchanges at SH 360, at the north end and IH 20 at the southern end. It also crosses IH 30 and passing just west of the central business district. SH 303 runs east-west across the entire city, serving commercial and multi-family land use. SH 303 continues through the City of Arlington to the west and the City of Dallas to the east via the Mountain Creek Toll Bridge.

Of the 90 traffic signals within the City of Grand Prairie only nine are fixed-time operation, three are semi-actuated and the remainder are fully actuated operation. Carrier Parkway and SH 303 traffic signal is a fully actuated, 8-phase NEMA signal controller. In order to provide inputs to the PASSER II and the HCM/Cinema program, data was collected. The saturation flow and lost time data were estimated using HCM/Cinema. In accordance with Highway Capacity Manual values and field studies performed on five intersections throughout the city, an ideal saturation flow of 1600 vph was used for leftturn/storage bays. Stops were determined from PASSER 11-90. Existing conditions were first modeled with PASSER and the minimum delay cycle length was determined. PASSER II was then rerun using the splits and effects determined as part of another TLS project and the stops were modeled. Five-hour turn counts were obtained at all intersections involved to derive peaks for the AM, PM, and Off time periods.

Improvements to the system called for an extension of the left turn lanes coupled with dual left-turn bays in the eastbound and westbound directions. Each is time-base coordinated. Right turn lanes were added in all directions. An operational analysis was run in HCM/Cinema for each time period to determine intersection approach delay. NETSIM, a microscopic simulation software within HCM/Cinema, was run to simulate 15 minutes of each study period to calculate fuel consumption. The attached figure displays the completed construction under this project.

Based on NETSIM and PASSER II simulation, the project resulted in an estimated $283,518 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 587,400 stops (a 6.87 percent reduction), a total annual fuel savings of 25,680 gallons (a 18.64 percent reduction), and an annual delay savings of 2,280 veh-hrs (a 4.20 percent reduction). The total cost of the project was $200,066. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 1.4 to 1.

Grand Prairie, Texas Carrier Parkway and State Highway 303



DELAY (veh-hrs)


AM 3203 3196 21.9 18.8 92 50 HOURLY OFF 1600 1555 8.7 8.6 18.4 17.6

VALUES PM 4655 3863 33.75 33.45 64 66.4 AM 7 3.1 42

DIFFERENCES OFF 45 0.1 0.8 PM 792 0.3 -2.4


PM 2 2 2

AM 14 6.2 84 DAILY OFF 360 0.8 6.4

TOTALS PM 1584 0.6 -4.8 TOTAL 1958 7.6 85.6

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $8,224 $22,800 $25,680





>-,~

t ~ a_

01:

I~ 01: 01:

~ 15 ~J (,')

'· _/R=40' ~ X

.;-- ~-.. - ,.-

---'--"---S.H.-303 ----.2 ~~ t/~=40'

R=40' r



Great Southwest Parkway and I.H. 20 Eastbound Frontage Road

The City of Grand Prairie Department of Public Works and Transportation worked on the following project. This study analyzes Great Southwest Parkway and I.H. 20 Eastbound Frontage Road. Great Southwest Parkway is a north-south roadway which runs almost the full length of the City. It serves such diverse land uses as commercial, lightindustrial, and residential. It also serves the city's municipal airport and the recreational facilities on Lake Joe Pool. During the AM Peak period, almost 45 percent of the traffic on the northbound approach make a right turn. These motorists enter Interstate Highway 20 heading eastbound for Dallas.

Traffic management modifications involved the addition of a single right tum lane for northbound traffic. An operational analysis was run in HCM/Cinema for each time period to determine intersection approach delay. NETSIM, a microscopic simulation software within HCM/Cinema, was run to simulate 15 minutes of each study period to calculate fuel consumption. The attached figure displays the completed construction under this project.

Great Southwest Parkway and IH-20 (South) traffic signal is a fully actuated, 8-phase NEMA controller. Only four phases are utilized, since it involves a one-way frontage road. The distance between the south and the north intersection of this "diamond" interchange is over 1100 feet. For this reason each intersection has separate signal controllers. This signal is the last signal in a time-based signal system on Great Southwest Parkway. The signal runs on AM, Off-Peak, and PM patterns which were developed with PASSER II-87 under the Traffic Light Synchronization program. The signal timing information recommended by PASSER II was used in HCM/Cinema.

Based on NETSIM and PASSER II simulation, the project resulted in an estimated $85,140 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 342,000 stops (a 34.6 percent reduction), a total annual fuel savings of 3,600 gallons (a 8.6 percent reduction), and an annual delay savings of 864 veh-hrs (a 10.6 percent reduction). The total cost of the project was $23,723. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 3.6 to 1.

Grand Prairie, Texas Great Southwest Parkway and J.H.20 Eastbound Frontage Road



DELAY (veh-hrs)


AM 676 426 6 4.86 31.2 28 HOURLY OFF 165 119 0.98 0.98 6.4 6 VALUES PM 310 174 3.7 3.4 13.2 12

AM 250 1.14 3.2 DIFFERENCES OFF 46 0 0.4

PM 136 0.3 1.2


PM 2 2 2 AM 500 2.28 6.4


TOTAL 1140 2.88 12

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $4,788 $8,640 $3,600



Grand Prairie, Texas Great Southwest Parkway and J.H.20 Eastbound Frontage Road

PageD- 50

I

t:JO' LErT TURN LAt,Jf f _i

R=30' j / / '""""""'--

-·--·---·-/ L----~/

12'LANES ___ ..,....

Grand Prairie, Texas

Traffic Management

.....--.l~iO'L EFT TURN TRANSJTJ[]N

l

1-(/J I ...I :::: I t::J LJ (t')

1-~ ld n: lCJ

'<:~x:R=30' //1',·:-------. ..__ / / ''···---~ ________ ... .:-_

IH-20 E.B.F.R__:_----/

.Newly Constrt.Kted ./Right Tcwn Lo.ne

150' RIGHT TlJRI··-1 U\NE

/ --~·1E.DIAN I(

Great Southwest Parkway and l.H.20 Eastbound Frontage Road


Laredo Central Business District

The City of Laredo Department of Public Works and Transportation worked on the following project. Laredo, located on the Rio Grande River in South Texas, is a major international crossing location for commerce and tourism with Mexico. Two bridge crossings to neighboring Nuevo Laredo, Mexico are located in the central business district and generate substantial vehicle and pedestrian traffic from business, trade, and tourism.

The traffic signal network evaluated in this project includes 29 intersections within the central -business district all of which are part of an existing one-dial hardwire interconnected system composed of a total of 78 signalized intersections. Sixty-six of these are old secondary electromechanical traffic signal controllers and the remainder are solid state pretimed controllers. All CBD intersections evaluated were operating under a 50 second cycle 24 hours a day and synchronization was maintained by means of a sync pulse generated by a master cycle timer by way of the existing underground hardwire interconnect. All but four intersections in this study include two phase electromechanical traffic signal controllers with pedestrian indications in all directions. The remaining four locations consist of three-phase operations, so as to provide a protected left turn for one of the directions. The attached figure shows the project network system and cross streets.

Proposed traffic signal equipment included a closed-loop system computer and hardware. A total of 29 8-phase NEMA controllers and cabinets were purchased to replace the existing electromechanical signal controllers. Each cabinet was modified for each individual intersection and tested. Development and implementation of three new signal timing plans was conducted. Signal timing was also developed for an additional ten traffic signals which are part of the IH-35 interchange system and whose operation would be otherwise greatly affected in no timing modification were implemented in conjunction with the TM signal retiming project. After evaluation of several TRANSYT-7F runs for each peak period, peak period cycle lengths of 65 sec, 60 sec, and 80 sec were selected for the AM, Off, and PM peak periods respectively. The TRANSYT-7F model was practical for application in the City of Laredo since all signals evaluated are part of a one-way grid system within the Central Business District. The next step the city will have to undertake is to tie all other CBD locations to the newly developed system.

Based on the TRANSYT-7F simulation, the project resulted in an estimated $315,575 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 4,782,600 stops (a 15.63 percent reduction), a total annual fuel savings of 24,459 gallons (a 7.26 percent reduction), and an annual delay savings of 22,416 veh-hrs (a 12.67 percent reduction). The total cost of the project was $168,470, and the resultant benefit to cost ratio was 1.9 to 1.

Laredo, Texas Laredo Central Business District



DELAY (veh-hrs)


AM 11392 9083 59.55 55 111.51 105 HOURLY NOON 7823 6872 45.21 40 88.56 83 VALUES PM 12404 8281 78.07 60 126.42 107

AM 2309 4.55 6.51 DIFFERENCES NOON 951 5.21 5.56

PM 4123 18.07 19.42 AM 1 1 1

HAS/DAY NOON 10 10 10 PM 1 1 1 AM 2309 4.55 6.51

DAILY NOON 9510 52.1 55.6 TOTALS PM 4123 18.07 19.42

TOTAL 15942 74.72 81.53

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $66,956 $224,160 $24,459



Laredo, Texas Laredo Central Business District

Traffic Management

.:_. ~ ::.

I

I

:U;:.;?r.>:':>c I

. -'~- ·.;-

Laredo, Texas

•·

~ 1: • r~

I I

I i

I

.;;,:~

I

I I I I

~I ,.,, • 1~ -10 r--

"'

0 roN

:

• . ~

jlli

~-·, ('.

1~ ~

•

••

0 roN

r: c ....

....;

.~

1:: i I I .. 11 (l

l. ,~

I •• 2~:;

0 > ~

0 •• u

.... _. ~- .

~~~ i 2S>.

t1l :;: I Cl

n 5 26

PageD- 53

I I I .. I

i 1 one-wa~ --+ .. . 1'.-I

I ,,

1 LJ

i !

i.

Laredo Central Business District


Huebner and Evers

The City of Leon Valley Department of Public Works and Transportation worked on the following project. The intersection at Huebner /Evers is located on a major four-lane arterial which connects Interstate Highway 10 with State Highway 16. As Loop 410 which encircles San Antonio becomes increasingly more congested, the traffic on Huebner Road increases. Because the arterial had no left-tum bay onto Evers Road, significant stacking occurred during peak hours causing motorist delays and dissatisfaction as well as increasing fuel consumption.

A left tum only lane was constructed from westbound Huebner onto Evers to reduce intersection delay. The attached figure displays the completed construction under this project. The signal phasing is not based on pre-determined settings, but rather activated by traffic via sensors under the pavement.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER II-90 for the AM, PM, and Off peak periods.

Based on the PASSER II-90 simulation, the project resulted in an estimated $1,706,108 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 1,677,000 stops (a 28.4 percent reduction), a total annual fuel savings of 27,194 gallons (a 43.3 percent reduction), and an annual delay savings of 29,055 veh-hrs (a 56.3 percent reduction). The total cost of the project was $90,163. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resultant benefit to cost ratio was 18.9 to 1.

Leon Valley, Texas Huebner and Evers



DELAY (veh-hrs)

- .


AM 1764 1619 14.5 10.6 18.75 15.32 HOURLY OFF 1213 681 9.4 4 12.08 6.19

VALUES PM 3168 2615 31.9 11.7 36.32 19.79 AM 145 3.9 3.43


AM 1.5 1.5 1.5

HAS/DAY OFF 7.5 7.5 7.5 PM 2.5 2.5 2.5

AM 218 5.85 5.145

DAILY OFF 3990 40.5 44.175

TOTALS PM 1383 50.5 41.325

TOTAL 5590 96.85 90.645

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $23,478 $290,550 $27,194





-- -~

-Huebner Road -



High Street and McCann Road Systems

The City of Longview Department of Public Works and Transportation worked on the following project. This TM project analyzes two arterial systems, McCann Road and north High Street. Two significant elements of the project were the installation of communication cable and vehicle loop detectors. New signal controllers were installed at all eight intersections.

High Street is a two way arterial that varies in cross-section from four lanes to five lanes and is a part of the downtown grid network. Previously, traffic signal control was accomplished by pre-timed non-actuated timers. These controllers were of the nonsynchronous type and are no longer manufactured. The High Street signalized intersections were improved for advance street name signing, new signal controllers, loop detection, and communication cable. The north High Street system with the TM project provides a communication cable for the three TM intersections - Tyler Street, Methvin Street, and Whaley Street- and is tied into the newly installed master controller at High Street and U.S. 80. The attached figure shows the project network system and cross streets.

McCann Road is a major north-south arterial, incorporating a five lane cross section through the segment of this project, with the center laile serving as a continuous left tum lane. The McCann Road system is an isolated closed-loop system. Unlike the High Street system, some of the pre-existing loop detectors and controller foundations and cabinets were able to be reused.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. Data collected for the project included arterial geometry, travel times, traffic volumes, and signal timing and phasing. PASSER II was run to simulate existing operations of the signal system and to provide values of stops, delay, and fuel consumption reflecting existing conditions for comparison with values calculated after the improvements were made. Timing optimization was based on pedestrian accommodation, running PASSER II using the same traffic volumes that were used in the Before conditions, and varying the cycle length to come up with the best progression for the respective peak periods. Among modifying signed speed limits along different segments of McCann Road, a separate timing plan was developed for the periods in which the reduced school zone speed limit is in effect.

Based on PASSER II simulation, the project resulted in an estimated $1,555,904 savings in total operating costs. This operational savings included a total annual savings of 7,194,600 stops (a 21.51 percent reduction), a total annual fuel savings of 123,780 gallons (a 16.06 percent reduction), and an annual delay savings of 133,140 veh-hrs (a 45.62 percent reduction). The total cost of the project was $111,267. Thus, the resultant benefit to cost ratio computed was 14 to 1.

Longview, Texas High Street and McCann Road Systems




AM 9370 7636 83.1 45.4 221.5 190.4 HOURLY NOON 12557 9714 105.9 58.3 251.3 235.3 VALUES PM 15081 11135 131.2 70 368.9 271.9

AM 1734 37.7 31.1 DIFFERENCES NOON 2843 47.6 16

PM 3946 61.2 97 AM 6 6 6

HAS/DAY NOON 2 2 2 PM 2 2 2 AM 10404 226.2 186.6

DAILY NOON 5686 95.2 32 TOTALS PM 7892 122.4 194

TOTAL 23982 443.8 412.6

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $100,724 $1,331,400 $123,780





I' I l ~~~~tit 1\<iALEYST. . t __ +=""___ -~----~\\"»-'-..% ~N ------- +- +-~ -~-------~-

------- -~-------~-

I I

ME'Tl-MN ST.

tlt ! I

~ -----~

--~--7

-----~ -----~

I I

.,_:

t:t (J)

J: Cl I :E I

I I I T'r1..ER ST.

+-~J 7~

~~~~~~t~tr



_j~:~ljt:tb t I I I RUTH.. YNN DR. I I N - - I -+ -+

~ I~

[_~"~BLVD I I~ --~-±= -=z r --=-=- ..!:'t... - -- .=;::_-

ci =:J I~

b~ a: z z ~

I~ 0 u

.::::! - -- -+

~ I~ ~ I~ - -3 - -+

~ I~

b~ I~ - -3 r - -+

1~ :• rlt:d I I I I I I



Rufe Snow Drive System

The City of North Richland Hills Department of Public Works and Transportation worked on the following project. The city is a thriving community located in the northwest section of the Dallas/Ft. Worth metropolitan area. The tremendous area growth has resulted in very congested peak traffic conditions, especially on Rufe Snow Drive and near the freeway, IH-820. The 2.6 mile study section of Rufe Snow Drive, extending from Starnes Road to Lewis Drive, exists as a five-lane major arterial north of IH-820. As such, it serves as the main access facility for a growing area composed of significant commercial and resident-ial developments in North Richland Hills.

The section of Rufe Snow Drive analyzed in this project includes seven (7) signalized intersections. Each signalized intersection is independently controlled and as such does not respond to the coordinated movement of platoons of vehicles. Each intersection is fully actuated. Six of the seven locations have identical controllers, Eagle DP 9000(s). The intersection at Watauga Road is controlled by a LFE controller. The attached figure shows the project network system and cross streets.

In order to evaluate the system's performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using TRANSYT-7F and PASSER II for each of the AM, Noon, Off, and PM peak periods. The "closed-loop" traffic signal system was then installed for each intersection along Rufe Snow Drive from Starnes Road to Lewis Drive. The system installation consisted of installing seven Multisonics 820A controllers, installing a system master controller, installing 14,840 linear feet of communications cable (6-Pair #19 A WG), installing system detectors, and installing a central microcomputer station.

The installed signal system provides a means of coordinating traffic flow with the ability to monitor and respond to changes on a real time basis. The on-street master controller manages the functions of the local controllers by means of the intersection cable. The microcomputer monitors the system operations via a modem and dial-up telephone communications.

Based on the TRANSYT-7F and PASSER 11-90 simulation, the project resulted in an estimated $403,738 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 3,498,900 stops (a 9.34 percent reduction), a total annual fuel savings of 17,103 gallons (a 1.38 percent reduction), and an annual delay savings of 33,765 veh-hrs (a 8.26 percent reduction). The total cost of the project was $114,420, and the resultant benefit to cost ratio was 3.5 to 1.

North Richland Hills, Texas Rufe Snow Drive System



DELAY (veh-hrs)

-


AM 9472 7801 85.35 78.41 295.01 285.68 HOURLY NOON 9993 9088 100.03 88.9 326.54 320.06 VALUES PM 15517 14575 276.35 282.04 572.94 590.06

AM 1671 6.94 9.33 DIFFERENCES NOON 905 11.13 6.48

PM 942 -5.69 -17.12 AM 1 1 1

HRS/DAY NOON 10 10 10 PM 1 1 1 AM 1671 6.94 9.33

DAILY NOON 9050 111.3 64.8 TOTALS PM 942 -5.69 -17.12

TOTAL 11663 112.55 57.01

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $48,985 $337,650 $17,103




Traffic Management

1 ~ I

Not to Scale

FIGURE 1

PROJECT STUDY UMITS RUFE SNOW SYSTEM

PageD- 63

~------------------------------~



42nd Street

The City of Odessa Department of Public Works and Transportation worked on the following project. A total of twelve signalized intersections were included in this study. The twelve signals in this system were previously operating at 92 second cycle length. This longer cycle bas proven to be unnecessary on 42nd Street, which is Odessa's busiest arterial street.

The twelve controllers on 42nd Street were replaced with time-base coordinators. This allowed the project area to operate as a closed-loop system, providing the cycle lengths and splits necessary for minimizing any through and turning movement delays. In the After conditions, the system was operating with 68, 80, and 92 second cycle lengths. Several major streets that intersect the 42nd Street arterial are also coordinated via time-base, with multiple offsets, cycles, and splits programmed as part of other arterial systems. The attached figure shows the project network system and cross streets.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER ll-90 for each of the AM, Off, and PM peak periods. Travel time data was collected using laptop computers connected to an electronic "Distance Measuring Instrument" (DMI) and utilizing the "Moving Vehicle Run Analysis" software developed by the University of Florida Transportation Research Center.

Based on the PASSER ll-90 simulation, the project resulted in an estimated $6,174,220 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 19,301,400 stops (a 14.6 percent reduction), a total annual fuel savings of 775,500 gallons (a 20.1 percent reduction), and an annual delay savings of 512,850 veb-hrs (a 42.2 percent reduction). The total cost of the project was $160,673, and the resultant benefit to cost ratio was 38.4 to 1.

Odessa, Texas 42nd Street



DELAY (veh-hrs)

--


AM 28400 24104 266 149 820 654 HOURLY NOON 26363 22903 205 138 851 675 VALUES PM 31268 28386 252 189 970 802

AM 4296 117 166 DIFFERENCES NOON 3460 67 176

PM 2882 63 168 AM 13.5 13.5 13.5

HAS/DAY NOON 1 1 1 PM 1 1 1

AM 57996 1579.5 2241 DAILY NOON 3460 67 176

TOTALS PM 2882 63 168 TOTAL 64338 1709.5 2585

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $270,220 $5,128,500 $775,500



Odessa, Texas 42nd Street

PageD- 66

---

Odessa, Texas

Traffic Management

LJ _I 1 r 11 I~

f-=t-ri I I ;

42nd Street


Richardson - Entire Signal System

The City of Richardson Department of Public Works and Transportation worked on the following project. This project allowed for the development of an innovative Traffic Count System. This system utilized new technology from Detector Systems which provides lane counts from presence detectors. In addition, one-third of the City's existing Microloop Probes were replaced with induction loops to improve the accuracy of the approach counts. Thus, the Count System was completed using existing detection required for actuated signal control. Traffic counts sampled were used to optimize Richardson's signal system. Unlike most TLS projects, signal timing optimization for the 48 intersections could not be completed until all detector equipment was installed, new software- was written and tested and counts were sampled.

The Before/ After studies for this project were made during the AM, Noon, and PM peak hours. Many factors contributed to the Before/ After comparison of the signal timings. Richardson's study was greatly affected by several construction projects beginning after completion of a Before Study. The benefits of new coordination provided during the After Study could not be estimated because no Before data was available for comparison. This required development of new timing plans providing progression to new intersections completed since the Before Study. Speeds and distances were adjusted to reflect the results of floating car runs. Based on previous studies, Ideal saturation flow rates of 2000 vphg were used. The attached figure shows the project network system and cross streets.

Richardson's signals were optimized using the AAP (Arterial Analysis Package), PASSER II-90 and TRANSYT 7F. The Before study was performed using manual turning movements the City had on file at that time. The Before study files were updated with turning movements from the Count System and adjusted to account for construction to produce new MOE's for the Before case. These files were then optimized to implement new timing plans installed and fine-tuned in the field. The final plans from the field were modeled using PASSER and the batch processor to obtain the delay, stops and fuel estimates for the After Study.

Based on the PASSER 11-90 simulation, the project resulted in an estimated $28,812,940 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 56.7 million stops (a 13.7 percent reduction), a total annual fuel savings of 2,303,400 gallons (an 18.5 percent reduction), and an annual delay savings of 2,517,600 veh-hrs (a 37.7 percent reduction). The total cost of the project was $217,000. Thus, the resultant benefit to cost ratio was 132.8 to 1.

Richardson, Texas Entire Signal System



DELAY (veh-hrs)

. -


AM 170944 152514 2857 2102 5153 4408 HOURLY NOON 92859 87873 747 607 2434 2308 VALUES PM 240395 179314 6268 3157 8288 5572

AM 18430 755 745 DIFFERENCES NOON 4986 140 126

PM 61081 3111 2716 AM 2 2 2

HAS/DAY NOON 6 6 6 PM 2 2 2 AM 36860 1510 1490

DAILY NOON 29916 840 756 TOTALS PM 122162 6222 5432

TOTAL 188938 8572 7678

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $793,540 $25,716,000 $2,303,400



Richardson, Texas Entire Signal System

Cit'::j of Richardson, Texas

Tra f fie Management Grant Stud'::J

- Before/ After Study (Intersections Not Affected

11111111111 New Coordination Not Part of the Before Study

IE\.ROSE

5

r R<l<.NOROCK --

1111.1 U>£

ilttmtHtttttl'

~26

·-8

CQ.LINS

85

~

i 7

46

f-1--t Q_ :::J J

••

AI'OUO i

11[1.1 LD£

19

~ ~ lif'IIIHG VH..LEI ~

~ b

%


Main Street and 19th/18th Streets

The City of San Angelo Department of Public Works and Transportation worked on the following project. This project analyzes the section of roadway on Main Street between 19th Street and 18th Street. An unusual intersection operation exists as the result of an attempt to provide for a continuous east-west facility transition between 19th Street and 18th Street and at the same time provide a primary point for crossing North Main. Previously, intersection operation used a 60 second cycle length throughout the day controlled by a three-phase electro-mechanical controller. As a result of this study, the fixed-time operation changed to fully actuated.

Several tasks were completed during this project including collection of traffic data, calibration of Before and After conditions using TRANSYT-7F, installation of new traffic signal control equipment and intersection channelization, implementation of optimized signal timing, and fine tuning of intersection operations. The data included traffic volumes, signal phasing and timing, intersection geometries, and an operating cost study. The attached figure displays the completed construction under this project.

Before and After calibration studies were conducted to check the validity of 1RANSYT-7F in replicating actual field measurements. The existing peak period turning movement volumes, saturation flow rates, and signal phasing and timing were inputs to the 1RANSYT-7F model to simulate Before and After conditions. To calibrate TRANSYT-7F, vehicle delay and queue values generated by the model were compared to field observations made at the study location to determine if the computer model replicated the actual operating conditions.

The original complex intersection geometries created a control problem. The wide open space in the intersection was· reduced and movement options for critical lanes were communicated more clearly. Initial intersection improvements were developed in a previous study. These improvements were further modified and implemented at the study intersection.

Based on the PASSER II and TRANSYT-7F simulation, the project resulted in an estimated $58,218 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 90,929 stops (a 5.48 percent reduction), a total annual fuel savings of 1,211 gallons (a 6.17 percent reduction), and an annual delay savings of 915 veh-hrs (a 8.3 percent reduction). The total cost of the project was $43,252. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 1.4 to 1.

San Angelo, Texas Main Street and 19th/18th Street



DELAY (veh-hrs)

--


AM 355 335 2.35 2.16 4.22 3.96 HOURLY NOON 500 473 3.32 3.04 5.96 5.59

VALUES PM 633 599 4.2 3.85 7.54 7.08 AM 20 0.19 0.26

DIFFERENCES NOON 27 0.28 0.37 PM 34 0.35 0.46

AM 5 5 5 HAS/DAY NOON 5 5 5

PM 2 2 2

AM 100 0.95 1.3

DAILY NOON 135 1.4 1.85 TOTALS PM 68 0.7 0.92

TOTAL 303 3.05 4.07

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $1,273 $9,150 $1,221



San Angelo, Texas Main Street and 19th/18th Street

19TH ST.

... IHS fAI.l I'AVUU.tlf HANK fUltS AS ~IIIIVU

Rf.H!IV[ [XIS liNG SIGII ~' JNSJAI.I. Slllf' SIW

INSI~ll SIGN Sl

PHASING

'\ 01 (SB 1Dih 91.)

f02

' f 03

' 04 (SO Main)

INS! All CIIAHNCLIZA llnll 10 IHPROVE ALIGHHrN I

TRAILER YARD

SIGHAL

llfSlflll. Cll/ltllt[LIZAJJOII 10 IHPRIIVC ALIGtltiCttl

l I

RJ·ORIHIID.I RJ·BUHUU.I ~:J·DUHIID.I

~ rm· ~ SIGH SJ SIGH S~ SIGH SJ

Nnl£• A S£tmiD SIGH ISZ OR SJI IS lO I( IUSfAllCD 151• IN ADVAUC[ Uf 111( lffi(RS(CfUII

TRAILER YARD

eXISTING tiD RIGIII TURH Oil RCD

\ lfiSTALL SIGII S2

;:-...._: -.J.. r

IOTII ST.

LONE STAR GAS

12' V(RIJCAL

SIGNAL I SIGIIAL Z

"10·51

llll .. , uaow

""' ;1r.11 s•

'It' ,..: "' z. ';{ :£ FIGURE 2

PROPOSED IMPROVEMENTS Main St. at 19th St./18th St.

L_-------------------------------------~-


Valley Mills Drive and Sanger Avenue

The City of Waco Department of Public Works and Transportation worked on the following project. Valley Mills Drive (Loop 396) is the principal traffic carrier traversing the commercial area, connecting with other major arterials from Waco and adjacent communities. Sanger Avenue serves as a connecting link between Valley Mills Drive and other commercial areas, particularly Richland Mall southwest of the project area. Valley Mills Drive is a six-lane principal arterial with a two-way continuous left tum lane throughout its 1.5 mile signal system, consisting of six traffic signals. Sanger is a four-lane minor arterial void of any left tum storage throughout its length.

The traffic at Valley Mills Drive and Sanger Avenue suffered intolerable delay during peak periods because of the insufficient approach capacity. Sanger's approaches to Valley Mills are offset and skewed without protected left turns. Geometries require that through and left turning traffic be combined on the eastbound approach. Over the last several years numerous complaints have been received about left turn and through traffic delay, with demands for protected left turns. The only way protected left turns could be provided would be to split-phase the Sanger approaches (because of the intersection geometries and the resultant lane assignments). PASSER II analysis indicated that split-phase operation would result in greater delay during peak periods, while consuming a larger portion of the intersection signal cycle. The compromise solution adopted was to allot a portion of main street green time to provide a greater opportunity for Sanger through and left turn traffic to traverse the intersection until geometric improvements could be constructed. The attached figure displays the completed construction under this project.

No new signal controllers were installed in this project. The system operates on a three-period "time of day" strategy, and late night free operation.

In order to evaluate the performance, the Before TM traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, travel delays, signal timings and phasing, arterial data, intersection geometries, and an operating cost study. Optimum cycle lengths were determined using PASSER II-90 for each of the AM, Off, and PM peak periods. The cycle lengths of 100, 140, and 100 seconds were found to be optimum for the AM, OFF, and PM peak periods, respectively.

Based on the PASSER II simulation, the project resulted in an estimated $2,001,498 savings in total operating costs, a direct benefit to motorists using these routes. This operational savings included a total annual savings of 708,900 stops (a 7.9 percent reduction), a total annual fuel savings of 28,575 gallons (a 25.8 percent reduction), and an annual delay savings of 36,180 veh-hrs (a 36.3 percent reduction). The total cost of the project was $172,620. It was assumed that the modifications implemented will yield benefits for a minimum of five years. Thus, the resulting benefit to cost ratio computed for savings over a period of five years was 11.6 to 1.

Waco, Texas Valley Mills Drive and Sanger Avenue






PM 99 11.6 8.8 AM 2.5 2.5 2.5

HRS/DAY OFF 4 4.0 4.0 PM 3 3.0 3.0

AM 10 7.0 5.2 DAILY OFF 2056 78.8 63.6

TOTALS PM 297 34.8 26.4 TOTAL 2363 120.6 95.3

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $9,925 $361,800 $28,575



Waco, Texas Valley Mills Drive and Sanger Avenue

Traffic Management

Waco, Texas

I I

1{

•i :· II

I

" II II

" " II

" II ol ,, II I 'I q

PageD- 75

Valley Mills Drive and Sanger Avenue



Benefits of the Texas Traffic Management (TM) Grant ...€¦ · The Texas Department of Transportation (TxDOT) was the administering agency for the Traffic Management (TM) ... Assistant

Documents