TECHNICAL REPORT STANDARD TITLE PAGE Government …

TECHNICAL REPORT STANDARD TITLE PAGE

1. Report No. 2. Government Accession No. 3. Recipienrs Catalog No.

TxDOT/ITI 0258-2

4. Title and Subtitle

Benefits of the Texas Traffic Light Synchronization (1LS) Grant Program I: Volume II. Appendix E

5. Report Date October 1992

6. Perfonning Organization Code

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

Daniel B. Fambro, Carlos A. Lopez, and Srinivasa R. Sunkari

9. Perfonning Organization Name and Address

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

12. Sponsoring Agency Name and Address

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

15. Supplementary Notes

10. Work Unit No.

11. Contract or Grant No. Contract No. IAC(92-93)0029

13. Type of Report and Period Covered

Final - June 1989 October 1992

14. Sponsoring Agency Code

Program Title: Texas Traffic Light Synchronization (1LS) Grant Program I This program was conducted in cooperation with the Texas Governor's Energy Office and the U.S. Department of Energy.

16. Abstract

The Texas DepartmentofTransportation (TxDOT) was the administering agency for the Traffic Light Synchronization (TLS) Program, which was funded with Oil Overcharge funds made available by the Governor's Energy Office. The TLS Program was approved by the United States Department of Energy (DOE) as part of a package of transportation related programs with the objective of reducing energy consumption. This grant program provided the sum of $5.2 million to local city governments across the state for the optimization of traffic signal timing plans and the replacement of outdated signal controller equipment. 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 166 completed projects, the TLS Program has seen results that will pay for the cost of the program many times over. These results were estimated from the required "Before" and "After" studies that were submitted by the cities. These studies document the major goals of the TLS Program -- reductions in fuel consumption and unnecesary delay and stops. All projects were evaluated using the same unit costs. The TLS Program resulted in 2,243 signals in 44 cities being retimed; the expenditure of $7.9 million of program funds and local matches; and annual reductions in fuel consumptions, delay, and stops of 9.1 percent (30 million gallons), 24.6 percent ( 43 million hours), and 14.2 percent (1.7 billion stops), respectively. The total savings to the public in the form of reduced fuel, delay, and stops will be approximately $485 million in the next year alone. In.regard to fuel savings, Texas motorists are realizing $3.81 in savings for every dollar spent, and if stops and delay are included, Texas motorists are realizing $62 in savings for every dollar spent. These savings will continue to accrue in future years without any additional expenditures; therefore, the benefits to the public will be even greater.

This report is in three volumes. The other volumes are: Benefits of the Texas Traffic Light Synchronization (TLS) Grant Program I: Volume I. Executive Summary and

Appendices A-D Benefits of the Texas Traffic Light Synchronization (TLS) Grant Program I: Volume ID. Appendices F and G

17. Key Words

Traffic Signal Improvements, Fuel Consumption, Traffic Signal Retiming, PASSER, TRANS YT

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 22. Price

330

Form DOT F 1700.7 (8-69)

BENEFITS OF THE TEXAS TRAFFIC LIGHT SYNCHRONIZATION (TLS)

GRANT PROGRAM I

VOLUME II. APPENDIX E

by

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

Texas Transportation Institute

Carlos A. Lopez, P.E. Special Projects Engineer

Texas Department of Transportation

and

Srinivasa R. Sunkari Assistant Research Scientist

Texas Transportation Institute

Report No: 0258-2 Contract No. IAC{92-93)0029

Program Title: Traffic Light Synchronization {TLS) Grant Program I

Sponsored by The Texas Department of Transportation

and The Texas Governor's Energy Office

October 1992

Texas Transportation Institute Texas A&M University

College Station, Texas 77843-3135

Traffic Light Synchronization I

APPENDIX E

INDIVIDUAL PROJECT SUMMARIES

LARGE CITIES

Traffic Light Synchronization I PageE-2

This page has been intentionally left blank.

Individual Project Summaries - Large Cities

Reduction In Daily Totals

Delay Fuel Total Annual City System Stops (veh-hrs) (gals) Savings($)

Arlington Bowen/Pioneer/Park Row 26,863 (21.00) 236.00 120,625 Collins Street (48,868) 2,381.50 2,090.50 7,566,404 Cooper Street 29,961 225.00 455.00 937,336 Division Street 233,605 9,547.00 8,782.00 32,256,741 Downtown System 24,749 377.00 476.00 1,377,746 Fielder Road 44,044 3,591.00 1,520.50 11,414,135 Green Oaks Blvd/Little Road 2,120 742.00 463.00 2,373,804 Lamar Boulevard 76,049 5,427.50 4,380.50 17,916,054 Matlock Road 67,385 9,204.00 2,444.00 28,628,217 Park Row Drive 9,886 (13.00) 75.00 25,021 Randol Mill Road (8765 688.00 597.00 2206,289

Austin Burnet/ Anderson 64,371 2,055.80 265.64 6,517,450 Burnet/Braker/Kramer 226,762 4,082.35 1,765.50 13,729,099 Cameron Road 31,239 1,170.38 966.38 3,932,242 Central Business District 168,690 265.90 902.95 1,777,083 Central Lamar 88,055 926.00 1,183.60 3,502,702 North Lamar 240,047 8,325.20 3,326.96 26,981,883 N. Lamar/ Rundberg/ Rutland 69,009 1,348.80 257.23 4,413,405 South Lamar/ Auditorium 149,393 4,469.30 1,905.62 14,607,038

Corpus Christi Staples Street 77,121 1,358.50 1,574.75 4,871,832 Dallas S2a- Buckner 43,102 1,980.27 647.11 6,315,971

S2b- Buckner 4,893,300 101,451.00 127,080.00 . 1,212,094 S3- Scyene 14,514 119.40 173.93 471,323 S4- East Grand 2,237,700 69,995.00 69,431.00 800,712 SS- Columbia/Main 24,771 741.96 723.97 2,547,101

Total Cost($) B/CRatio

37,425 3.22 41,812 180.96 20,639 45.42 24,378 1323.19 21,058 65.43 22,540 506.39 18,879 125.74 20,639 868.07 9,460 3026.24 9,460 2.64 3,762 586.47

26,548 245.5 14,135 971.26 51,095 76.96 54,665 32.51 49,066 71.39 39,857 676.97 11,152 395.74 63,661 229.45

329,356 14.79 59,326 106.46 2,518 481.00 6,682 70.53 3,756 213.00

35,677 71.39

Paee E-9 E-12 E-15 E-18 E-21 E-24 E-27 E-30 E-33 E-36 E-39 E-42 E-45 E-48 E-51 E-55 E-58 E-61 E-64 E-67 E-70 E-73 E-76 E-79 E-82

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Individual Project Summaries ·Large Cities (Cont.)

Reduction In Daily Totals Delay Fuel Total Annual

City System Stops (veh-hrs) (gals) Savings($) Dallas (cont) S6- Bus System 22,746 238.13 336.19 910,778

S7- Kingsly/Plano/Audelia 11,871 9131 169.18 392,526 S8a- Mockingbird/Central/Greenville 13,980,500 969,144.00 854,249.00 10,741,423 S9- Montfort 29,270 316.90 470.57 1,214,790 S13- Lemmon/Oaklawn 145,327 1474.96 2218.11 5,700,677 S14- Cole/McKinney 24,142 685.81 232.40 2,228,548 S15-Sylvan ll,234 43.63 185.58 233,760 Sl6- Corinth/Central/Grand/Lamar 5,692,929 54,839.00 55,679.00 683,765 S17- OakCliff (Jefferson) 4,909 140.25 48.47 455,909 S18- Hampton 25,156 750.65 766.69 2,587,626 Sl9- Westmoreland 7,843 41.55 80.59 181,758 S20- West Davis 1,074 18.12 72.17 80,530 S21-Kiest/Polk 52,919 115.16 566.10 737,556 S22- Marsalis 15,243 18.84 47.42 134,781 S23- Ledbetter/Marsalis 37,998 204.95 355.62 881,133 S24- East Illinois 3,518 52 67 192346

El Paso Airway 17,370 513.20 1,356.96 2,019,642 Alabama 11,862 87.60 55.68 329,324 Alameda 28,810 246.84 132.90 901,392 Copia-Pershing 10,880 78.04 48.78 294,450 Cotton 1,574 23.80 5.16 79,739 Doniphan 9,182 112.74 144.78 420,218 Dyer 24,668 308.40 738.60 1,250,386 East Montana 17,118 112.30 929.46 687,634 Fred Wilson/ Airport 50,750 1,030.26 2,460.48 4,042,074 Gatewav North and South (1,116' 36.80 12.32 109,409

Total Cost($) 8/CRatio

21,604 42.16 6,922 56.70

14,621 735.00 4,915 244.20

52,809 108.00 12,280 182.00 2,925 79.92

37,321 18.00 154,302 2.95 13,201 196.01 11,695 15.54 12,496 6.44 13,393 55.07 7,332 18.38

33,506 26.30 5,241 36.70 3,352 602.52 4,767 69.09

11,176 80.65 6,372 46.21 5,117 15.58 4,365 96.26 4,362 286.65 7,807 88.08

54,689 73.91 4,713 23.21

Paee E-85 E-88 E-91 E-94 E-97 E-101 E-105 E-108 E-111 E-114 E-117 E-120 E-123 E-126 E-129 E-132 E-135 E-138 E-141 E-144 E-147 E-150 E-153 E-156 E-159 E-162

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City System Stops (veh-hrs) (eals) Savines ($) El Paso (cont) George Dieter (14,566) (91.40) (46.32) (349,273)

HawkinsNiscount 14,856 290.58 676.00 1,136,935 Lee Trevino 131,404 3,984.14 4,629.68 13,893,221 McCombs 8,314 27.60 27.22 125,885 McRae 49,182 692.02 760.18 2,510,678 Mesa-Resler 78,388 353.08 2,649.38 2,183,284 North Dyer 66,298 1,200.40 525.06 4,037,170 Piedras-Raynor 9,004 80.40 37.92 290,393 Sunland Park/ Shadow Mt. 30,058 455.96 461.62 1,632,610 West Montana 86,442 703.60 367.56 2,584,124 Yarbroue:h 26,574 1065.20 653.58 3,503,285

Fort Worth 28th 27,833 164.00 806.58 850,869 Camp Bowie 4,815 11.70 541.31 217,715 East Lancaster (3,446) 51.95 47.71 155,693 North Main 23,419 226.65 69.11 799,042

Houston Alabama 25,411 232.90 45.05 818,941 Bell fort 20,268 87.70 45.69 361,933 Briar Forest 68,950 1,098.10 248.43 3,658,419 Broadway 13,081 207.20 53.14 692,482 Cavalcade 38,432 58.10 81.45 360,149 Cullen 2,768 50.20 32.34 171,928 East Bissonnet 92,413 1,937.30 363.90 6,309,205 EastEle:in 23,975 181.30 77.27 667,776


4,174 -83.68 7,679 148.06 6,841 2030.74 3,995 31.51

19,863 126.40 32,921 66.32 5,349 754.75 8,838 32.86

16,584 98.44 17,419 148.35 3,845 911.04

47,425 17.94 40,131 5.43 47,592 3.27 34,635 23.07 51,843 15.80 28,271 12.80 5,824 628.16

27,624 25.07 22,949 15.69 24,678 6.97 40,511 155.74 16,184 . 41.26

Paee E-165 E-168 E-171 E-174 E-177 E-180 E-183 E-186 E-189 E-192 E-195 E-198 E-201 E-204 E-207 E-210 E-213 E-216 E-219 E-222 E-225 E-228 E-231

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Reduction In Dally Totals Delay Fuel Total Annual

Citv System Stops (veh-hrs) (2als) Savings($) Houston (cont) El Dorado 16,119 157.40 90.04 566,912

Gessner 27,737 245.92 118.52 889,811 Griggs Long/Park Place 24,985 246.10 64.25 862,512 Harrisburg 20,369 283.70 48.05 951,065 Little York 52,574 1,243.00 213.55 4,013,876 Long Point 61,428 507.60 160.31 1,828,891 MLK/ Calhoun 40,253 610.90 173.25 2,053,738 North Braeswood 25,025 999.70 318.85 3,199,860 North Durham 3,637 52.00 17.02 176,381 North Jenson 29,901 352.7(). 148.10 1,228,114 North Shepherd 30,453 616.00 159.81 2,023,846 Quitman 4,737 19.90 13.38 83,609 S. Sgt. Macario Garcia 5,197 38.20 34.83 146,876 South Braeswood 189,789 5,362.70 798.49 17,124,761 South Durham 31,990 1,500.80 433.62 4,766,844 South Shepherd 11,503 368.20 118.18 1,188,367 Stella Link 30,181 268.60 107.72 964,876 Telephone 17,509 140.80 66.01 515,741 Waugh 28,389 569.00 254.27 1,902,515 Wayside 5,598 33.40 14.80 · 128,152 West Bissonnet 37,401 935.80 332.46 3,064,222 West Elgin 9,491 87.70 33.30 312,952 Westheimer 45,467 577.40 107.12 1,955,297


15,272 37.12 12,796 69.54

. 14,239 60.57 15,574 61.07 20,709 193.82 8,436 216.81

58,486 35.12 21,930 145.91 14,686 12.01 6,030 203.67

15,518 130.42 5,877 14.23 9,189 15.98 7,985 2144.72 6,127 778.01 7,657 155.20

11,987 80.50 9,427 54.71 9,189 207.04 7,657 16.74

10,528 291.05 19,213 16.29 31,739 61.61

Pa2e E-234 E-237 E-240 E-243 E-246 E-249 E-252 E-255 E-258 E-251 E-254 E-257 E-270 E-273 E-276 E-279 E-282 E-285 E-288 E-291 E-294 E-297 E-300

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City System Stops (veh-hrs) (2als) Savin2s ($) San Antonio Blanco 19,811 245.00 341.00 920,506

Broadway 2,933 200.00 143.50 655,369 Perrin-Beitel 125,542 276.00 1,784.00 1,890,476 San Pedro 39,523 396.00 615.00 1,538,497 Southeast 16,581 338.00 284.00 1,168,840 South Flores 3,388 536.00 412.00 1,745,830 Walzem (7,186) 121.00 23.00 339,719 West 3,239 5.00 37.00 39,704 West Side 182,760 31.00 1,399.00 1,280,292


10,137 90.81 54,866 11.94 10,137 186.49

208,889 7.37 56,799 20.58 23,407 74.59 3,578 94.95 4,770 8.32

226,620 5.65

Pa2e E-303 E-306 E-309 E-312 E-315 E-318 E-321 E-324 E-327

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Traffic Light Synchronization I Page E-8



Bowen Road/Pioneer Parkway /Park Row Drive

The Transportation Department of the City of Arlington worked on the following project. Thirteen intersections covering an area of five square miles were included in the project of Bowen Road/Pioneer Parkway /Park Row Drive (BPP). The system included an arterial in the north-south directions and two arterials in the east-west directions. The attached map displays the project network system, cross streets, and link distances.

Most of the intersections in the project are connected to a central computer system. These intersections are controlled by either Eagle DP9000, TRAFfEC AC 800, TRANSYT 1880, or DCS 900 controllers. These intersections had between two to eight phases. Seven of the thirteen intersections were equipped with pedestrian controls. While Pioneer Parkway is in a commercial and light industrial zone, the other two streets are partially in commercial zones and partially in residential zones. The intersections in this system were operated in four coordinated groups with seven intersections in the free mode.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, and delays. While 15 minute volumes were collected for peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations. The link travel times were compared with the link-free flow travel time.

TRANSYT-7F simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $120,625 to the motorists using this route. While the number of stops decreased by about 8 million (a decrease of about 10.8 percent) and there was a fuel savings of about 70,800 gallons (a reduction of about 3 percent), there were about 6,300 more hours of delay (an increase of 0.6 percent) in a year. The average travel times in the north/eastbound and south/west-bound directions decreased by 17, 7, 12, and 15 percent in the AM peak, Off peak, Noon peak, and the PM peak, respectively. While the service speeds in the system were satisfactory, the average delays and the number of stops were quite high. Two bottlenecks (Pioneer Pky./Bowen Rd. PM Peak-northbound and southbound, and Pioneer Pky./Park Spring Blvd. AM Peak-eastbound left turn) were identified in this study. Signal timing solutions can have limited affect reducing delay and fuel consumption. Capacity improvements may be needed to enhance the travel quality and reduce fuel consumption at these locations. The project cost $37,425, with a benefit to cost ratio of 3 to 1.

Arlington, Texas Bowen Road/Pioneer Parkway/Park Row Drive


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

BEFORE AFTER BEFORE AFTER BEFORE AFTER

AM 17132 15002 168 149 461 427 HOURLY OFF 12579 11568 101 94 356 341 VALUES NOON 17685 15166 1n 149 514 469

PM 25886 22.727 597 654 975 989 AM 2130 19 34

DIFFERENCES OFF 1011 7 15 NOON 2519 28 45

PM 3159 -57 -14 AM 2 2 2

HRS/DAY OFF 8 8 8 NOON 2 2 2

PM 3 3 3 AM 4260 38 68

DAILY OFF 8088 56 120 TOTALS NOON 5038 56 90

PM 94n -171 -42 TOTAL 26863 -21 236

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $112,825 ($63,000) $70,800

PROJECT COST: $37,425 TOTAL ANNUAL SAVINGS: $120,625

BENIFIT/COST RATIO: 3.22.

Arlington, Texas Bowen Road/Pioneer Parkway/Park Row Drive


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Collins Street

The Transportation Department of the City of Arlington worked on the following project. Twenty three intersections covering a distance of 7.5 miles were included in the project of Collins Street. The attached map displays the project network system, cross streets, and link distances.

The intersections included in the project are connected to a central computer system. Most of these intersections are controlled by either Eagle DP9000 controllers or TRANSYT 1880 controllers. The intersections from Green Oaks Blvd. and Arkansas Ln. were coordinated under eight different time-of-day schedules and switched to free operation during night. Each intersection had between two to eight phases. All except two of these intersections were equipped with pedestrian controls. A portion of the roadway between Lamar Blvd. and Border Street is one of the city's busiest streets. A major factor affecting the smooth flow of traffic along the arterial is the railroad crossing between Abram Street and Cantor Drive. The average preempt time at the crossing ranged from two to six minutes and had a large impact on traffic travelling through those intersections.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, and delays. While 15 minute volumes were collected for peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the linkfree flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $7,500,000 to the motorists using this route. Although, the number of stops increased by about 14.6 million (an increase of about 5.4 percent), there were about 714,450 fewer hours of delay (a reduction of 10 percent), and a fuel savings of about 627,150 gallons (a reduction of about 6.8 percent) in a year. The average travel times in the north-bound and south-bound directions decreased by 5, 15, 15, and 10 percent in the AM peak, Off peak, Noon peak, and the PM peak, respectively. While the street segment south of Lamar Blvd. and north of Border Street is still saturated, the overall service conditions of Collins Street have significantly improved after the retiming project. The total cost of the project was $42,000 and the benefit to cost ratio was 181 to 1.

Arlington, Texas Collins Street




AM 63959 62516 1088 923 1901 1781 HOURLY OFF 28223 29917 263 257 800 808 VALUES NOON 165849 137391 6490 5861 6574 5977

PM 85376 141320 1636 1416 2649 2444 AM 1443 165 120

DIFFERENCES OFF -1694 6 -8 NOON 28458 629 597

PM -55944 220 205 AM 2 2 2

HRS/DAY OFF 6.5 6.5 6.5 NOON 2.5 2.5 2.5

PM 2 2 2 AM 2886 330 240

DAILY OFF -11011 39 -52 TOTALS NOON 71145 1572.5 1492.5

PM -111888 440 410 TOTAL -48868 2381.5 2090.5

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($205,246) $7,144,500 $627,150

PROJECT COST: $41,812 TOTAL ANNUAL SAVINGS: $7,566,404

BENIFIT/COST RATIO: 180.96

Arlington, Texas Collins Street


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Cooper Street

The Transportation Department of the City of Arlington worked on the following project. Twelve intersections covering a distance of three miles were included in the project of Cooper Street project. The attached map displays the project network system, cross streets, and link distances.

Ten of the twelve intersections included in the project are connected to a central computer system. These intersections are controlled by either Eagle DP9000, TRANSYT 1880, or EP AC 300 controllers. Each intersection has between two to eight phases. All except one of these intersections were equipped with pedestrian controls. A portion of the roadway between Mitchell Street and Border Street is going through the University of Texas (UTA) and has one of the heaviest traffic volumes in the city. The street is a seven-lane depressed roadway with three pedestrian overpasses. A factor affecting the progression along the arterial is the inappropriate spacing between some of the intersections and a busy railroad crossing in between Division Street and Main Street.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, delays, an4 an operating cost study. While 15 minute volumes were collected for the peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the link-free flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $940,000 to the motorists using these routes. These savings included a reduction in the number of stops of about 9 million/year (a reduction of about 9.7 percent), about 67500 fewer hours of delay/year (a reduction of 8 percent), and a fuel savings of about 136,500 gallons/year (a reduction of about 5.8 percent). The average travel times in the north-bound direction and the south-bound directions decreased by 14, 12, 12, and, 11 percent in the AM peak, Off peak, Noon peak, and the PM peak, respectively. While the street segment south of Mitchell Street and north of Park Row Drive is still highly saturated, the overall service conditions of Cooper Street have significantly improved after the retiming project. The total cost of the project was about $20,640 and the benefit to cost ratio was 45 to 1.

Arlington, Texas Cooper Street





PM 26864 24997 296 251 704 653 AM 2583 31 48

DIFFERENCES OFF 1769 -4 14 NOON 2521 30 47

PM 1867 45 51 AM 2 2 2


PM 3 3 3 AM 5166 62 96

DAILY OFF 14152 -32 112 TOTALS NOON 5042 60 94

PM 5601 135 153 TOTAL 29961 225 455

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $125,836 $675,000 $136,500



Arlington, Texas Cooper Street


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Division Street

The Transportation Department of the City of Arlington worked on the following project. Two groups of ten and four intersections covering a distance of three miles in the west and half a mile in the east were included in the project of Division Street. The attached map displays the project network system, cross streets, and link distances.

The intersections included in the project are connected to a central computer system. Most of these intersections are controlled by either Eagle DP9000 or TRANSYT 1880 controllers. Each intersection had between two to eight phases. All except one of these intersections were equipped with pedestrian controls.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, number of stops, and, delays. While 15 minute volumes were collected for peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the link-free flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits. The simulation output was used to estimate delays and the number of stops. Implementing the new signal timings resulted in a total annual savings of about $32,600,000 to the motorists using these routes. These benefits were in the form of 70,081,500 lesser number of stops (a decrease of about 25 percent), 2,864,100 fewer hours of delay (a reduction of about 36.6 percent), and a fuel savings of about 2,634,600 gallons (a reduction of about 27 percent) in a year. The average travel times in the north-bound direction and the south-bound directions decreased by 5, 4, and, 8 percent in the AM peak, Off peak, and, the PM peak respectively. The overall service conditions of Division Street have significantly improved after the retiming project. The total cost of the project was about $24,000 and the benefit to cost ratio was 1323 to 1.

Arlington, Texas Division Street




AM 44014 35883 942 664 1457 1183 HOURLY OFF 57627 43553 1672 902 1992 1346 VALUES NOON 62998 52327 10n n9 1769 1460

PM 89619 61816 2886 2141 3478 2662 AM 8131 278 274

DIFFERENCES OFF 14074 no 646 NOON 10671 298 309

PM 27803 745 816 AM 2 2 2


PM 3 3 3 AM 16262 556 548


PM 83409 2235 2448 TOTAL 233605 9547 8782

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $981,141 $28,641,000 $2,634,600





LEGEND

• SIGNALIZED INTERSECTIONS

<§) AVERAGI DAILY TRAFFIC

X,XXX DISTANCE BETWEEN ADJACENT

SIGNAL.$

... ;;:; n

~ 6 0 0

ar " "' .,, 0 ~

:D "' ~ 0 :D

"' 0 z 0

2.690 1.807

Z.427 :i.0:11

Cl > < 1,199 c;;

724

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:D ~ ;. 0 :D z > >: .ilj GI Ill

"' 1,510

510



Downtown

The Transportation Department of the City of Arlington worked on the following project. Twelve intersections covering an area of 0.25 square miles were included in the Downtown project. The system included five north-south streets and four east-west streets. The attached map displays the project network system, cross streets, and link distances.

Signals at three intersections on South street were removed and two-way STOP control was implemented. All of the intersections in the project are connected to a central computer system. These intersections are controlled by TRANSYT 1880 controllers. These intersections had two phases and were equipped with pedestrian controls. The intersections in this project were coordinated in two groups with one intersection in free mode.


TRANSYT-7F simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $1,370,000 to the motorists using this route. The number of stops decreased by about 7.4 million (a decrease of about 18.7 percent). There were about 113, 100 fewer hours of delay (a decrease of 30 percent) with a fuel savings of about 142,800 gallons (a reduction of about 17.3 percent) in a year. The average travel times in the north/ east-bound and south/west-bound directions decreased by 22, 7, and 11 percent in the AM peak, Off/Noon peak, and the PM peak, respectively. Travel quality in the downtown area is influenced by the short signal spacing and coordination conditions on two adjacent arterials. The travel speeds increased from 15 mph to about 18 mph, and the delay for each vehicle to go through this system decreased by about 33 seconds. The system has limited flexibility to improve the operation due to limited phasing and signal spacing. The total cost of the project was $21,058 and the benefit to cost ratio of 65 to 1.

Arlington, Texas Downtown





PM 11651 9402 135 112 257 223 AM 1430 28 33

DIFFERENCES OFF 1451 12 21 NOON 1767 78 70

PM 2249 23 34 AM 2 2 2


PM 3 3 3 AM 2860 56 66


PM 6747 69 102 TOTAL 24749 377 476

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $103,946 $1,131,000 $142,800



Arlington, T~as Downtown


e SGHALIZlD INHAHCllOllS

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Page E-23

400 400 \100 A8AAM-... _______ o;;.;, ______ ... _...;.,;.;.. __ ~-----... --------... ---

4SO 450 250

400 saunt

HO 00

Arlington, Texas Downtown


Fielder Road

The Transportation Department of the City of Arlington worked on the following project. Thirteen intersections covering a distance of four miles were included in the Fielder Road project. The attached map displays the project network system, cross streets, and link distances.

Eleven of the thirteen intersections included in the project are connected to a central computer system. Most of these intersections are controlled by Eagle DP9000 controllers. Each intersection has between two to eight phases. All of these intersections were equipped with pedestrian controls. A portion of the roadway between I-30 and Stanford Street has some of the heaviest traffic in the city. The intersections in this project were operated under two coordinated groups with two intersections in free mode. An exclusive ped-phase was provided at Wright Street to ensure the safety of school crossing due to heavy traffic. This however reduced the green time and increased delays.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, delays, and an operating cost study. While 15 minute volumes were collected for the peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations in order to compare with the link-free flow travel time.

PASSER 11-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $11,400,000 to the motorists using these routes. These savings included a reduction in the number of stops of about 13,213,214/year (a reduction of about 15 percent), about 1,077,300 fewer hours of delay/year (a reduction of 52 percent), and a fuel savings of about 456,150 gallons/year (a reduction of about 20 percent). The average travel times in the north-bound direction and the south-bound directions decreased by 17, 10, and, 11 percent in the AM peak, Off peak, and, the PM peak, respectively. While the street segment south of I-30 and north of Wright Street is still highly saturated, the overall service conditions of Fielder Street have significantly improved after the retiming project. The total cost of the project was about $22,540 and the benefit to cost ratio was 506 to 1.

Arlington, Texas Fielder Road




AM 39149 26795 1835 586 1106 523 HOURLY OFF 118n 11530 120 104 301 308 VALUES PM 36195 29918 n9 409 803 657

AM 12354 1249 583 DIFFERENCES OFF 347 16 -1

PM 62n 370 146 AM 2 2 2

HRS/DAY OFF 10.5 10.5 10.5 PM 2.5 2.5 2.5 AM 24708 2498 1166

DAILY OFF 3644 168 -10.5 PM 15693 925 365

TOTAL 44044 3591 1520.5

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $184,985 $10,ns,ooo $456,150



Arlington, Texas Fielder Road


Arlington, Texas

LEGEND


(§) AVERAGE OAll.Y TRAFFIC

X.XXX DISTANCE BETWEEN ADJACENT

----....... -4 ........ ---1.AMAR

SIGNALS >-------- \125 IH 30 W8 RAMP

~341 1H 30 EB RAMP 127 ----::=~:.:.;, COCHISE

UtS SYLVAN _ _. __

"1--------- \125 _____ ..,.. ____ RANDOL MILL

731 WRIGHT_ ... __

\901

---.... ---SANFORD

... ---MITCHELL

PARK ROW ___ .,. __ _

Z.107

--t--TUCKER

Page E-26

Fielder Road


Green Oaks Boulevard/Little Road

The Transportation Department of the City of Arlington worked on the following project. Twelve intersections were included in the project of Green Oaks Boulevard (GOB)/Little Road of which three were diamond interchanges. The attached map displays the project network system, cross streets, and link distances. While the area around the project location can be described as a retail commercial area, the area north of Pleasant Ridge Rd. and south of US-287 consists of single family residential areas capable of generating significant home-to-work and work-to-home traffic at the I-20 Interchanges and the intersections of Pleasant Ridge Rd. and Green Oaks Blvd ..

The intersections included in the project are connected to a central computer system. All of these intersections are controlled by Eagle DP9800 controllers, with the exception of Forest Bend/GOB and US-287S/Little Rd which are being operated by TRANSYT 1880 controllers. Before implementation of new timings, the intersections in this project were operated in two coordinated groups jointed at the intersection GOB and Little Rd. with one intersection in a free mode. Each intersection had between two to eight phases. Eight out of the ten intersections were equipped with pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various data were collected. This data was in the form of traffic volumes, saturation flow rates, travel times, and delays. While 15 minute volumes were collected for peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in TLS PASSER II and PASSER III training manual. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the link-free flow travel time.

TRANSYT-7F simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $2,370,000 to the motorists using these routes. These savings included 636,000 fewer stops (a reduction of about 1 percent), about 222,600 fewer hours of delay (a reduction of 12 percent), and about 139,000 gallons of fuel (a reduction of 5.8 percent) in a year. The maximum decrease in travel times in the northbound direction and the south bound direction were in the Off peak (95 seconds) and in the AM peak ( 67 seconds) respectively. While the overall service conditions in the GOB/Little Rd area improved in terms of system delay and average system speeds, the number of stops increased during the noon and PM peak. However, the improvement in delay, offsets the increase in the number of stops. The total cost of the project was $19,000 and the benefit to cost ratio was 125 to 1.

Arlington, Texas Green Oaks Boulevard/Little Road





PM 21418 22948 1494 1280 1498 1355 AM 981 10 33

DIFFERENCES OFF 660 5 -8 NOON -266 20 16

PM -1530 214 143 AM 2 2 2


PM 3 3 3 AM 1962 20 66

DAILY OFF 5280 40 -64 TOTALS NOON -532 40 32

PM -4590 642 429 TOTAL 2120 742 463

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $8,904 $2,226,000 $138,900



Arlington, Texas Green OQkS Boulevard/Little Road


e SICMA\IHO 1"HRSCCTIONS e A'rllt.r.Cl DAl\Y f11At'11: --------

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8

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Arlington, Texas Green Oaks Boulevard/Little Road


Lamar Boulevard

The Transportation Department of the City of Arlington worked on the following project. Ten intersections covering a distance of 4.3 miles were included in the project of Lamar Blvd. The attached map displays the project network system, cross streets, and link distances.

While five of the ten intersections included in the project are actuated, three are connected to a central computer system. The remaining two actuated intersections are connected to the computer system after the implementation of new timing plans. These intersections are controlled by either Eagle DP9000, TRANSYT 1880, or DCS 300 traffic signal controllers. Each intersection has between three to eight phases. All of these intersections are equipped with pedestrian controls.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, delays, and operating cost study. While 15 minute volumes were collected for the peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the link-free flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $18,000,000 to the motorists using these routes. These savings included a reduction in the number of stops of about 22,814,571/year (a reduction of about 18.4 percent), 1.6 million hours of delay/year (a reduction of 55 percent), and a fuel savings of about 1,314,150 gallons/year (a reduction of about 36 percent). The average travel times in the north-bound direction and the south-bound directions did not change. The high delays during the AM peak are due to the presence of school zones. However, the overall service conditions of Lamar Blvd. have significantly improved after the retiming project. The total cost of the project was about $20,640 and the benefit to cost ratio was 868 to 1.

Arlington, Texas Lamar Boulevard





PM 51727 28474 2038 434 1989 691 AM -747 23 13

DIFFERENCES OFF -246 -2 -3 NOON 3999 235 195

PM 23253 1604 1298 AM 2 2 2

HRS/DAY OFF 9 9 9 NOON 2.5 2.5 2.5

PM 3 3 3 AM -1494 46 26

DAILY OFF -2214 -18 -27 TOTALS NOON 9998 587.5 487.5

PM 69759 4812 3894 TOTAL 76049 5427.5 4380.5

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $319,404 $16,282,500 $1,314, 150



Arlington, Texas Lamar Boulevard


Arlington, Texas

LEGEND


@> AVERAGE DAILY TRAFFIC

X,XXX DISTANCE BETWEEN ADJACENT

SIGNALS

t,1130

1.270

----1----8AIRD FARM

3.805

--... ---~cooPER

9-----

2.655

--111-----FIELDER

Page E-32

Lamar Boulevard


Matlock Road

The Transportation Department of the City of Arlington worked on the following project. Five intersections including a diamond interchange covering a distance of 2.2 miles were included in the Matlock Street project. The attached map displays the project network system, cross streets, and link distances.

All except one intersection in the project are connected to a central computer system. The intersection at Green Oaks was converted from actuated to online in the project. All intersections except Mayfield have eight phases. The intersection at Mayfield has five phases. All of these intersections are equipped with pedestrian controls. The Matlock/I-20 diamond interchange is one of the City's major bottlenecks. The portion of the roadway at the overpass crossing I-20 has very limited left tum storage space on both sides of the bridge. The AM peak and the PM peak period, cause severe delay to the through traffic.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, and delays. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the link-free flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $28,600,000 to the motorists using these routes. While the number of stops reduced by about 20,215,500 (a reduction of about 20 percent), there were about 2,761,200 fewer hours of delay (a reduction of 48 percent), and a fuel savings of about 733,200 gallons (a reduction of about 26 percent) in a year. The average travel times in the north-bound direction and the south-bound directions decreased by 27, 6, and 42 percent in the AM peak, Off peak, and the PM peak, respectively. The large decrease in the stops, delays, and fuel consumption can be attributed to the traffic conditions at I-20. The volume to capacity (v/c) ratio on an approach at the intersection with I-20 increased from 2.33 in the AM peak to 3.33 in the PM peak. At high v / c ratios, PASSER II predicts very high stops, delays, and fuel consumption (MO Es). Also, even a minor change in a large v / c ratio causes a large difference in the MOEs. Hence, there is a large difference in the MOEs between the AM peak and the PM peak. The same reason can also be attributed to the large difference in the MOEs between the before and the after conditions for the PM peak resulting in a very high benefit to cost ratio. Visual observation of Matlock Street indicated a significant improvement of the service conditions which coupled with a low project cost of $9,460 resulted in a high benefit to cost ratio of 3026 to 1.

Arlington, Texas Matlock Road




AM 19187 13172 739 234 520 407 HOURLY OFF 9094 8666 72 68 229 318 VALUES PM 68921 51896 5647 2929 2047 1011

AM 6015 505 113 DIFFERENCES OFF 428 4 -89

PM 17025 2718 1036 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 3 3 3 AM 12030 1010 226

DAILY OFF 4280 40 -890 PM 51075 8154 3108

TOTAL 67385 9204 2444

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $283,017 $27,612,000 $733,200



Arlington, Texas Matlock Road


Arlington, Texas

LEGEND

• SIGHAl.IZED INTERSECTIONS

@) AVERAGE DAH.Y TRA,,IC

X,UX DISTANCE BETWEEN AO.IACEHT

SIGHAU

Page E-35

2.110

--.. ---BARDIN

:uoo

------GREEN OAKS

Matlock Road


Park Row Drive

The Transportation Department of the City of Arlington worked on the following project. Five intersections including a diamond interchange covering a distance of 1.23 miles were included in the project of Park Row Drive. The attached map displays the project network system, cross streets, and link distances.

All intersections except the diamond interchange in this project are connected to a central computer system. Most of these intersections are controlled by Eagle DP9000 controllers. While three of the five intersections had two phases, the remaining two had eight phases. All of these intersections were equipped with pedestrian controls. The system had a low ADT of about 17,000 vehicles. The peak hour traffic was non-directional, indicating a need for two-way progression.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before the implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, travel times, and delays. While 15 minute volumes were collected for peak periods, hourly volumes were collected for the off-peak periods. Saturation flows were estimated in the field by using the method suggested in the TLS PASSER II and PASSER III training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations to compare with the linkfree flow travel time.

PASSER II-87 simulation model was employed to optimize the phase splits, obtain offsets, and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $25,000 to the motorists using these routes. Although, there was a slight increase in the delays by about 3,900 hrs (an increase of about 2.5 percent), there were about 2.9 million fewer number of stops (a reduction of 12.2 percent), and a fuel savings of about 22,500 gallons per year (a reduction of about 4.5 percent). The increase in delays can be attributed to the increase in the cycle length to some intersections on the arterial, which caused an increase in the delay to the cross street traffic. The average travel times in the north-bound direction and the south-bound directions decreased by 7, 14, and 18 percent in the AM peak, Off peak, and the PM peak respectively. Since, most of the MOEs were at a level of "A" in the "before" condition, the savings on annual cost was limited. However, the project resulted in a saving of fuel and improved the travel conditions for the through traffic. The total cost of the project was $9,460 and the benefit to cost ratio was 3 to 1.

Arlington, Texas Park Row Drive


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


AM 4991 48n 36 39 112 107 HOURLY OFF 5883 5026 35 34 116 113 VALUES PM 8662 8061 63 73 191 171

AM 114 -3 5 DIFFERENCES OFF 857 1 3

PM 601 -10 20 AM 1 1 1

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 114 -3 5

DAILY OFF 8570 10 30 PM 1202 -20 40

TOTAL 9886 -13 75

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $41,521 ($39,000) $22,500



Arlington, Texas Park Row Drive


LEGEND

e lllNAUZID •TPACTIONS

@) AVIMGI DAILY TMl'l'IC

&.DX DllTANCI HTWUM

Arlington, Texas

AAIACIJIT . SICINA&.S

CD :%1 0 ~ z z Q

926 2.628 1,468 1, 117 (')

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Page E-38

Park Row Drive


Randol Mill Road

The Transportation Department of the City of Arlington worked on the following project. Five intersections covering a distance of 2.2 miles were included in the project of Randol Mill Road. The attached map displays the project network system, cross streets, and link distances.

All the intersections in the project are connected to a central computer system. These intersections are controlled by either Eagle DP9000, TRANSYT 1880, or DCS 900 controllers. While all the intersections had eight phases before and after improvements, the intersection at Davis had six phases before the improvements. All of these intersections were equipped with pedestrian controls. The system had a relatively low average daily traffic of about 20,000 vehicles. Peak hour flows were non-directional reflecting that a twoway progression was needed. However, the intersections at Fielder .Road, Cooper Street, and Collins Street had higher priorities and volumes for north/south traffic. Thus, a lot of compromise was needed for the progression on Randol Road.


PASSER II-87 simulation model was employed to optimize the phase splits and estimate delays after specifying the minimum and the maximum phase durations and the minimum delay cycle length. Implementing the new signal timings resulted in a total annual savings of about $2,200,000 to the motorists using this route. While the number of stops increased by about 2.6 million (an increase of about 3.8 percent), there were about 0.2 million fewer hours of delay (a reduction of 15 percent), and a fuel savings of about 179,100 gallons (a reduction of about 9.6 percent) in a year. The average travel times in the eastbound and west-bound directions decreased by 25, 24, and 31 percent in the AM peak, Off peak, and the PM peak respectively. The overall service conditions of Randol Street have significantly improved after the retiming project. The total cost of the project was $3,762 and the benefit to cost ratio was 586 to 1.

Arlington, Texas Randol Mill Road




AM 22022 19788 499 337 602 502 HOURLY OFF 13286 12296 2n 254 368 334 VALUES PM 16791 26242 272 223 465 449

AM 2234 162 100 DIFFERENCES OFF 990 23 34

PM -9451 49 16 AM 2 2 2

HRS/DAY OFF 10.5 10.5 10.5 PM 2.5 2.5 2.5 AM 4468 324 200

DAILY OFF 10395 241.5 357 PM -23628 122.5 40

TOTAL -8765 688 597

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($36,811) $2,064,000 $179,100



Arlington, Teuzs Randol Mill Road


LEGEND

e SIGNALIZED INTEASFC!TICINS

@ AVEAAGr o,.11.Y TRAFFIC

i;,Ul: DISTANCE 9£TWEEN AOJACENT

SIGNAl.S

Arlington, Texas

Page E-41

-----COLI.INS .--

2.905

__ __. 2.128

_ ... _C..Q.Qill /

2.558

---+--~R

Randol Mill Road


Burnet/ Anderson

The City of Austin Department of Public Works and Transportation worked on the following project. The signals in this system are controlled by Type-170 controllers which are coordinated by time-base. These controllers were installed at intersections that are part of the central traffic computer system. All signals are presently pretimed with the exception of Anderson Ln. at Shoal Creek Blvd., Northcross Dr., Anderson Plaza and at Burnet Rd. which are actuated-coordinated. The pretimed signals can be changed to actuatedcoordinated from the central computer.

A total of two intersecting arterials consisting of twenty-five signals were included in the Burnet Rd. and Anderson Ln. Project. This network includes the recently installed signal at Burnet Rd. and Rockwood Lane. The attached map displays the project network system and cross streets. All intersections have between two and eight phases. Twenty-two of the twenty-five signals are equipped with pedestrian controls. Phasing modification was performed for five signals. Only one intersection had field changes made to it, the others were changed from the central computer.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. Nine intersections were identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER II-87 simulation, the project resulted in an estimated 6.5 million dollar savings on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total annual savings of 19,311,300 stops (an 11.5 percent reduction), a total annual fuel savings of 79,692 gallons (a 2.2 percent reduction), and a delay annual savings of 616,740 veh-hrs (a 30.8 percent reduction). For Burnet Rd., the maximum increase in travel time was 37 seconds for the northbound PM peak, a 6.3 percent increase, and the maximum decrease in travel time was 62 seconds for the southbound PM peak, a 12.1 percent reduction. For Anderson Ln., the maximum decrease in travel time was 117 seconds for the eastbound PM peak, a 27.6 percent reduction. Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $26,000, and the resultant benefit to cost ratio was 246 to 1.

Austin, Texas Burnet/Anderson




AM 40226 35315 375.5 327.1 895.89 880.93 HOURLY OFF 47452 44715 467.9 410.3 1072.39 1063.25 VALUES PM 72750 55055 1323 545.1 1264.72 1178.85

AM 4911 48.4 14.96 DIFFERENCES OFF 2737 57.6 9.14

PM 17695 777.9 85.87 AM 2 2 2

HRS/DAY OFF 7 7 7 PM 2 2 2 AM 9822 96.8 29.92

DAILY OFF 19159 403.2 63.98 PM 35390 1555.8 171.74

TOTAL 64371 2055.8 265.64

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $270,358 $6,167,400 $79,692



Austin, Texas Burnet/Anderson


... w z a: ::> Ill

e = TRAFFIC SIGNAL XXXXX =ACT

1• = .7 MILE(3696')

Austin, Texas

Page E-44

Burnet/Anderson


Burnet/Braker /Kramer

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These controllers were installed at intersections that are part of the central traffic computer system. The signalized intersections are synchronized using time-base coordinators. All signals are presently pretimed with the exception of Burnet Rd. at Rutland Dr., Kramer Ln., IBM Driveway and Gault Ln. which are actuated-coordinated. The pretimed signals can be changed to actuated-coordinated from the central computer.

A total of three intersecting arterials consisting of fourteen signals were included in the Burnet/Braker/Kramer Network. This includes the recently installed signal at Braker Ln. and Parkfield Dr. The attached map displays the project network system and cross streets. All intersections have between two and eight phases. Only one of the fourteen signals is equipped with pedestrian controls. Phasing modification was performed for three signals. Most of the modifications involved changing timing data within the Type-170 controller's data base. Only one intersection had field changes made to it, the others were changed from the central computer.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. Four intersections were identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER II-87 simulation, the project had an estimated 13.7 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 68,028,525 stops (a 22.5 percent reduction), a total annual fuel savings of 529,569 gallons (a 10.1 percent reduction), and a delay annual savings of 1,224,690 veh-hrs (a 41.2 percent reduction). For the Burnet/Braker /Kramer system, the average reduction in travel time was 65 seconds. All but three of travel times fell within the range of 20 to 130 seconds. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. The total cost of the project was $14,000, and the resultant benefit to cost ratio was 971 to 1.

Austin, Texas Burnet/Braker/Kramer




AM 59794 48929 808.7 726.8 1589.9 1515.7 HOURLY OFF 52575 35365 652.7 380.4 1432.8 1279.5 VALUES PM 81757 48455 1482.5 718.5 1819.4 1600.9


PM 33302 764 218.5 AM 1.75 1.75 1.75

HRS/DAY OFF 6.75 6.75 6.75 PM 2.75 2.75 2.75 AM 19014 143.33 129.85

DAILY OFF 116168 1838.03 1034.n PM 91581 2101 600.88

TOTAL 226762 4082.35 1765.5

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $952,399 $12,247,050 $529,650



Austin, Texas Burnet/Braker/Kramer


31,900--

GAULi LN.

IBM ENTRANCE

~ rn -4 ';! ()

tP 15,900 - ~

0 9,600

/ --- 10.500

KRAMER LN.

lBM ENiRANCE

LONGHORN BL VO.

e = TRAFFIC SIGNAL XXXXX =ACT

1 • • . 7 MILE(3696')

Austin, Texas

Page E-47

Burnet/Braker/Kramer


Cameron Road

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These signals were installed at intersections that are not yet part of the central traffic computer system. The signalized intersections are synchronized using time-base coordinators. All of the signals are presently pretimed with the exception of Cameron Rd. at Broadmoor, Briarcliff/Clayton, St. John's, Rutherford Ln., Cross Park Dr., and Rundberg Ln. which are actuated.

A total of twelve signals were included in the Cameron Road Project. The attached map displays the project network system, cross streets, and link distances. All intersections have between two and eight phases. Nine of the twelve signals are equipped with pedestrian controls. Phasing modification was performed for three intersections. These changes were made by downloading the data onto chips which were later installed in the signal controllers.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. One intersection was identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER 11-87 simulation, the project had an estimated 3.9 million dollar reduction in annual operating cost. This operating cost reduction included a total annual savings of 9,371,700 stops (a 9.9 percent reduction), a total annual fuel savings of 289,914 gallons (a 12.0 percent reduction), and a delay annual savings of 351,114 veh-hrs (a 39.5 percent reduction). For this system, the maximum increase in travel time was 4 seconds (a 12.5 percent increase) for the eastbound AM peak on U.S. 183. The maximum decrease in travel time was 197 seconds (a 34.0 percent reduction) for the southbound off-peak period on Cameron Rd.. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $51,000, and the resultant benefit to cost ratio was 77 to 1.

Austin, Texas Cameron Road




AM 29431 27004 281.8 209 751.19 699.67 HOURLY OFF 20496 19371 142.7 111.7 519.48 489.47 VALUES PM 35828 29420 470.8 186.5 948.68 718.54

AM 2427 72.8 51.52 DIFFERENCES OFF 1125 31 30.01

PM 6408 284.3 230.14 AM 2.25 2.25 2.25

HRS/DAY OFF 7.25 7.25 7.25 PM 2.75 2.75 2.75 AM 5461 163.8 115.92

DAILY OFF 8156 224.75 217.57 PM 17622 781.83 632.89

TOTAL 31239 1170.38 966.38

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $131,204 $3,511,125 $289,913



Austin, Texas Cameron Road


Austin, Texas

e = TRAFFIC SIGNAL XXXXX = AOT

1• = .7 MlLEC3696')

Page E-50

Cameron Road


Central Business District (CBD)

The Department of Public Works and Transportation of the City of Austin worked with the TxDOT on the following project. The system included nine north-south streets and nine east-west streets. In addition, the project included the east and west service roads of IH 35 from Sixth to Twelfth streets. The attached map displays the project network system, cross streets, and link distances.

Most of the streets are one-way streets. Roadway widths vary from two to four lanes with parking on both curbs. The average link length is 375 feet and the speed limit is 30 miles per hour. Major traffic flows exist along Fifth, Sixth, Lavaka, Guadalupe, San Jacinto, and Trinity Streets. These streets are the major entrances to and exits from the CBD grid. During the course of the study, there were a few changes to the network. A signal each on west 9th street and west 10th street were removed. Due to some construction work on East 6th street, two lanes were closed. This lane closure resulted in some shifting of the traffic onto other streets.

Type-170 traffic signal controllers being used at these intersections. They are connected to a central computer system. The signal timings can be changed in the individual controllers by down loading them from the central computer. These controllers are coordinated by time-based coordination and are capable of actuated-coordinated operation. All of the controllers are operating in pretimed mode with two phases. All of the intersections also have pedestrian controls.

In order to evaluate the system performance, traffic conditions were monitored and various data were collected before implementation of any changes. This data was in the form of traffic volumes, saturation flow rates, and travel times. Saturation flows were estimated by using the method suggested in the TLS training manuals. The test car method was used to collect link travel times, average number of stops, and the stop locations.

TRANSYT-7F simulation model was employed to optimize the phase splits and estimate delays. Implementing the new signal timings resulted in a total annual savings of about 1.7 million dollars to the motorists using this route. While the number of stops decreased by about 50 million (a decrease of about 23 percent), there were about 79,770 fewer hours of delay (a decrease of 7 percent), and fuel savings of about 270,885 gallons (a reduction of about 7.7 percent) in a year. While no statistical analysis was performed on the travel time data, visual observation of the traffic operation indicated that there was an improvement in the traffic flow and a reduction in congestion. The project cost was $54,665, with a benefit to cost ratio of 32 to 1. A study was conducted to obtain signal timing plans in case of an incident on the freeway and there was a large diversion off the freeway on to the surface street system. The timings developed for the incident management plan (for a 2 hr duration for each study period), resulted in a savings of $90,000.

Austin, Texas Central Business District




AM 60723 43675 329.9 247.3 972.9 847.2 HOURLY OFF 64402 51626 330.3 329.9 1023.3 969.3

PM 80801 57152 392 322.5 1250.5 1095.8 AM 17048 82.6 125.7

DIFFERENCES OFF 12n6 0.4 54 PM 23649 69.5 154.7 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2.0 2.0 2.0 AM 25572 123.9 188.55

DAILY OFF 95820 3 405 PM 47298 139 309.4

TOTAL 168690 265.9 902.95

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $708,498 $797,700 $270,885

PROJECT COST: $54,665 TOTAL ANNUAL SAVINGS: $1,7n,083




Incident Management Plan

STOPS TOTAL SYSTEM FUEL (gals)

DELAY (veh-hrs)

'



AM 17613 955.5 574.3 DIFFERENCES OFF 31235 1161.7 797

PM 42998 1992.4 1397.6

AM 2.0 2.0 2.0

HAS/DAY OFF 2.0 2.0 2.0 PM 2.0 2.0 2.0 AM 35226 1911 1148.6

DAILY OFF 62470 2323.4 1594 TOTALS PM 85996 3984.8 2795.2

TOTAL 183692 8219.2 5537.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $2,572 $82, 192 $5,538

PROJECT COST: N/A TOTAL ANNUAL SAVINGS: $90,301

BENIFIT/COST RATIO: N/A



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Central Business District


Central Lamar

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These signals were installed at intersections that are part of the central traffic computer system. The signalized intersections are synchronized using time-base coordinators. All signals are presently pretimed with the exception of Loop 1 and Jackson Avenue which are actuatedcoordinated. The pretimed signals can be changed to actuated-coordinated from the central computer.

A total of eight intersecting arterials consisting of fifty-eight intersections were included in the Central Lamar/UT Area Project. The attached map displays the project network system, cross streets, and link distances. All intersections have between two and eight phases. Sixty-eight of the seventy-one signals are equipped with pedestrian controls. Phasing modification was performed for six signals. Only one intersection had field changes made to it, the others were changed from the central computer.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. Nine intersections were identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER 11-87 simulation, the project had an estimated 3.5 million dollar reduction in annual operating cost. This operating cost reduction included a total annual savings of 29,580,300 stops (a 5.9 percent reduction), a total annual fuel savings of 75,570 gallons (a 4.1 percent reduction), and a delay annual savings of 2,778,000 veh-hrs (a 6.4 percent reduction). For this system, the maximum increase in travel time was 62 seconds (a 24.5 percent increase) for the northbound PM peak on Red River St.. The maximum decrease in travel time was 146 seconds (a 46.0 percent reduction) for the westbound offpeak period on 26th St.. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $49,000, and the resultant benefit to cost ratio was 71 to 1.

Austin, Texas Central Lamar




AM 114711 107147 1008.8 945.8 2310.39 2174.84 HOURLY OFF 122687 117801 1053.3 993:5 2464.67 2387.51 VALUES PM 194268 174261 2469.4 22n.9 3308.41 3107.62

AM 7564 63 135.55 DIFFERENCES OFF 4886 59.8 n.16

PM 20007 191.5 200.79 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 11346 94.5 203.32

DAILY OFF 36645 448.5 578.7 PM 40014 383 401.58

TOTAL 88005 926 1183.60

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $369,621 $2,n0,ooo $355,081



Austin, Texas Central Lamar


16,000

~

• = TRAFFIC SIGNAL XXXXX = ADT

1• ·= .7 MILE(3696')

Austin, Texas

Ill c :rl z m -0

Page E-57

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Central Lamar


North Lamar

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These signals were installed at intersections that are part of the central traffic computer system. The signalized intersections are synchronized using time-base coordinators. All signals are presently pretimed but can be changed to actuated-coordinated from the central computer.

A total of nine intersections were included in the North Lamar Project. The attached map displays the project arterial, cross streets, and link distances. The project covers a distance of 1.9 miles. All intersections have between two and eight phases. Six of the nine signals are equipped with pedestrian controls. Phasing modification was performed for three signals. It was recommended that three intersections have vehicle deduction installed to further improve signal timing. Only one intersection had field changes made to it, the others were changed from the central computer.

In order to evaluate the system's performance, the "before" TIS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green time for each intersection and timing plan was evaluated with respect to minimum pedestrian time. One intersection was identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER 11-87 simulation, the project resulted in an estimated 4.4 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 20,702,400 stops (a 23.3 percent reduction), a total annual fuel savings of 77,169 gallons (a 5.7 percent reduction), and a delay annual savings of 404,640 veh-hrs (a 35.4 percent reduction). For Lamar Blvd., the maximum increase in travel time was 14 seconds for the southbound PM peak, a 6.4 percent increase. The maximum decrease in travel time for Lamar Blvd., was 87 seconds for the southbound AM peak, a 29.7 percent reduction. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $11,000, and the resultant benefit to cost ratio was 397 to 1.

Austin, Texas North Lamar




AM 19997 16885 171.9 168.9 351.61 346.37 HOURLY OFF 28383 20048 406.8 219;8 416.02 381.64 VALUES PM 26416 25502 249.9 279 433.95 438.19

AM 3112 3 5.24 DIFFERENCES OFF 8335 187 34.38

PM 914 -29.1 -4.24 AM 1.5 1.5 1.5

HRS/DAY OFF 7.5 7.5 7.5 PM 2 2 2 AM 4668 4.5 7.86

DAILY OFF 62513 1402.5 257.85 PM 1828 -58.2 -8.48

TOTAL 69009 1348.8 257.23

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $289,836 $4,046,400 $n,169



Austin, Texas North Lamar


NORTHlOjOP~;o:"~-::=----~--t.OQp 8t. VO.

3 t. 100 ~r-..... -----:-s3:"',_a..:s~r.~

• ~ TRAFFIC SIGNAL XXXXX =- ACT

1" = .7 MILE(3696')

Austin, Texas

E. Stat ST.

Page E-60

North Lamar


N. Lamar/Rundberg/Rutland

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These controllers were installed at intersections that are part of the central traffic computer system. The signalized intersections are synchronized using time-base coordinators. All signals are presently pretimed with the exception of North Lamar at Peyton Gin, Rundberg Ln., Masterson Pass, North Meadows, and North Bend which are actuated-coordinated. The pretimed signals can be changed to actuated-coordinated from the central computer.

A total of two intersecting arterials consisting of twenty-two signals were included in the N. Lamar/Rundberg/Rutland Network. The attached map displays the project network system, and cross streets. All intersections have between two and eight phases. Twenty-one of the twenty-two signals are equipped with pedestrian controls. Phasing modification was performed for five signals. Only one intersection had field changes made to it , the others were changed from the central computer.

In order to evaluate the system's performance, the ''before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. Two intersections were identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity.

Based on the PASSER 11-87 simulation, the project had an estimated 27 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 72,013,950 stops (a 30.4 percent reduction), a total annual fuel savings of 998,058 gallons (a 20.0 percent reduction), and a delay annual savings of 2,497,560 veh-hrs (a 53.1 percent reduction). For the North Lamar /Rundberg/Rutland system, the average reduction in travel time was 123 seconds. For Parkfield Dr., all of the travel times increased, and the average increase in travel time was five seconds. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $39,000 and the resultant benefit to cost ratio was 677 to 1.

Austin, Texas N. Lamar/Rundberg/Rutland





AM 9955 204 136.34 DIFFERENCES OFF 13802 590.8 139.4

PM 43457 1373.2 731.3 AM 2.75 2.75 2.75

HRS/DAY OFF 6.75 6.75 6.75 PM. 2.75 2.75 2.75 AM 27376 561 374.94

DAILY OFF 93164 3987.9 940.95 PM 119507 3n6.3 2011.08

TOTAL 240047 8325.2 3326.96

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $1,008,195 $24,975,600 $998,088



Austin, Texas N. Lamar!Rundberg/Rutland


--.:~._,,,. 17,400

KRAMER LN. ~

19,700

MEADOWS DR.

MORROW ST.

• = TRAFFIC SIGNAL XXXXX == ACT

1• - .7 MILE(3696')

Austin, Texas

BRAKER LN. \

SAM'S

MASTERSO~ ~ASt _

Page E-63

N. Lamar/Rundberg/Rutland


South Lamar/ Auditorium

The City of Austin Department of Public Works and Transportation worked on the following project. The signals on this system are controlled by Type-170 controllers. These controllers were installed as part of the central traffic computer system. The signalized intersections are synchronized using time-base controllers. All signals are presently pretimed with the exception of South Lamar at Westgate Blvd., Brodie Oaks, and Oltorf Streets which are actuated-coordinated. The pretimed signals can be changed to actuatedcoordinated from the central computer.

A total of eight intersecting arterials consisting of seventy-nine signals were included in the South Lamar/ Auditorium Project. The attached map displays the project network system and cross streets. All intersections have between two and eight phases. Seventy-two of the seventy-nine signals are equipped with pedestrian controls. Phasing modification was performed for eight signals. Only one intersection required field changes, the others were changed from the central computer.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Minimum pedestrian timing was omitted and phasing at multi-phased intersections was analyzed by the computer program. Upon selection of optimum timing plans, proposed green times for each intersection were evaluated with respect to minimum pedestrian time. Thirty-two intersections were identified as needing pedestrian actuation equipment. The green times appropriate for the minor movements did not provide sufficient time for pedestrian activity. It was suggested that the installation of pedestrian deduction at thirty-two intersections be done to further improve signal timing plan operation.

Based on the PASSER 11-87 simulation, the project had an estimated 14.6 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 44,817,900 stops ( an 8.6 percent reduction), a total annual fuel savings of 571,689 gallons (a 5.5 percent reduction), and a delay annual savings of 1,340,790 veh-hrs (a 21.8 percent reduction). The travel time reduction for the South Lamar/ Auditorium system ranged from 0 to 115 seconds with an average reduction of 36 seconds. The increase in travel time for this system ranged from 7 to 128 seconds with an average increase of 39 seconds. Visual observation indicates improved traffic flow and reduced congestion on the main arterials and some of the cross streets. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of this project was $63,700, and the resultant benefit to cost ratio was 229 to 1.

Austin, Texas South Lamar/Auditorium




AM 178372 144042 2478 1634.2 3227.89 2993.78 HOURLY OFF 135424 125241 1448 1071.1 2859.24 2702.55 VALUES PM 196309 188092 2599.2 2505 3591.24 3440.n


PM 8217 94.2 150.47 AM 1.5 1.5 1.5

HRS/DAY OFF 8 8 8 PM 2 2 2 AM 51495 1265.7 351.16

DAILY OFF 81464 3015.2 1253.52 PM 16434 188.4 300.94

TOTAL 149393 4469.3 1905.62

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $627,451 $13,407,900 $571,687



Austin, Texas South Lamar/Auditorium


e = TRAFFIC SIGNAL

XXXXX =ACT 1 R = .7 MILE(3696')

Austin, Texas

Page E-66

South Lamar/Auditorium


Staples Street

The City of Corpus Christi Traffic Engineering Department worked on the following project. Only one arterial, Staples Street, whose orientation is north/south, was chosen to be studied within the city. Two separate closed loop arterial signal systems were established along this arterial section -- System 1 for the nine signalized intersections between Leopard Street and Elizabeth Street and System 2 for the nine signalized intersections between the Six Points intersection and Weber Road. The attached map displays the project arterial, cross streets, and the location of the two different systems.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the TLS program. The data included travel time, traffic volumes, saturation flow rates, travel delays, and an operating cost study. Overall, the city benefitted because it reduced the number of stops, the number of delays, and the fuel consumed. Further timing program enhancements are being planned for each of the two systems and are sure to increase the benefits above those noted below.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $4,871,832. This operating cost savings included a total annual savings of 23,136,214 stops (a 23.1 percent reduction), a total annual fuel savings of 472,425 gallons (a 18.9 percent reduction), and a total annual delay savings of 407,550 veh-hrs (a 33.2 percent reduction). For this system, the maximum decrease in travel time was 41 seconds (a 5.9 percent increase), which was for the PM peak. It should be noted that these statistics are based on a limited number of time-of-day implemented signal timing programs in effect at this time of evaluation. These savings will obviously increase as more motorists begin using Staples Street for inner city through travel due to the benefits of the coordinated signal system control. The total cost of the project was $329,356 and the resultant benefit to cost ratio was 15 to 1.

Corpus Christi, Texas Staples Street






PM 7669 14 76 AM 0.75 0.75 0.75

HRS/DAY OFF 12.75 12.75 12.75 PM 2 2 2 AM 5339 17.25 20.25

DAILY OFF 56444 1313.25 1402.5 PM 15338 28 152

TOTAL n121 1358.5 1574.75

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $323,907 $4,075,500 $472,425 I

PROJECT COST: $329,356 TOTAL ANNUAL SAVINGS: $4;871,832




t".a2,000

"T



System 2A - Buckner

The City of Dallas Department of Public Works and Transportation worked on the following project. The study network, System 2A, consisted of three arterials with thirty-four (34) signalized intersections. Buckner Boulevard is the major north-south arterial and Burton Road and Lake June Road are the major east-west arterials. Prior to this study, all thirty-four intersections were operating with a cycle length of 90 seconds with varying splits and offsets to accommodate changing traffic patterns by time-of-day timing plans. The attached figure shows the project network system, cross streets, and link distances.

The intersections, Lake June/Conner, Lake June/Pleasant, and Lake June/St. Augustine, received new Naztec 124-F controllers. Nine (9) of the locations received timing improvements only and new time clocks (Model TC14+) were installed at the remaining locations. The intersections were controlled by a mixture of pretimed, semi-actuated, and fully actuated controllers. Except Buckner/Scyene, Buckner/CF Hawn NB and Buckner/CF Hawn SB, all other intersections and were equipped with either pretimed or fully actuated pedestrian controls. The intersections had between two and eight signal phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 8,283 and 42,976 vehicles. PASSER II was used to generate timing plans with optimal bandwidths and these plans were further fine-tuned and evaluated with TRANSYT-7F. The new cycle lengths used for the "after" conditions for the AM, Off, and PM peak periods were 90, 70, and 90 seconds long, respectively. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $6,300,000 savings per year (a 2.8 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 12,930,600 stops (a 8.6 percent reduction), a total annual fuel savings of 194,133 gallons (a 3.6 percent reduction), and a delay annual savings of 594,081 veh-hrs (a 38.8 percent reduction). Due to the small sample size, no statistical comparisons were made on the ''before" and "after" measured travel time data. Signal coordination was achieved between all the thirty-four intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $59,300, and the resultant benefit to cost ratio was 106 to 1.

Dallas, Texas System 2A - Buckner






PM 2692 209.15 99.85 AM 1 1 1

HRS/DAY OFF 10 10 10 PM 1 1 1 AM 3970 91.72 55.06

DAILY OFF 36440 1679.4 492.2 PM 2692 209.15 99.85

TOTAL 43102 1980.27 647.11

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $181,028 $5,940,810 $194,133





} I

Nol to "Scale



System 2B - Buckner

The City of Dallas Department of Public Works and Transportation worked on the following project. The study arterial System 2B, consisted of an arterial with seven (7) signalized intersections. Buckner Boulevard is a major north-south arterial. Prior to this study, the seven intersections in the study system were operating in three coordinated systems. While two of the systems had a cycle length of 80 seconds for all the peak periods, the third system had separate cycle lengths for the three peak periods. The new system consists of a single coordinated system with a range of cycle lengths from 80 seconds to 120 seconds for the various peak periods. The attached figure shows the project network system, cross streets, and link distances.

Three of the intersections in the system received new equipment. The intersections were controlled by actuated controllers. All the intersections were equipped with actuated pedestrian controls. The intersections had between two to eight phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 14,511 and 26,232 vehicles. PASSER II was used to generate timing plans with optimal bandwidths and these plans were further fine-tuned and evaluated with TRANSYT-7F.

Based on TRANSYT-7F simulation, the project resulted in an estimated 1.2 million dollars savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 4,893,300 stops (a 0.006 percent reduction), a total annual fuel savings of 127,080 gallons (a 0.1 percent reduction), and a delay annual savings of 101,451 veh-hrs (a 0.5 percent reduction). Signal coordination was achieved for all the seven intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $2,518 and the resultant benefit to cost ratio was 481 to 1.

Dallas, Texas System 2B - Buckner


STOPS TOTAL SYSTEM DELAY (veh-hrs)

BEFORE AFTER BEFORE AFTER

AM PEAK 8446 7373 81.24 72.fiT AM PEAK (1) 13980 10965 206.86 142.12

HOURLY AM OFF 6095 5024 47.75 33.27 VALUES PM OFF 7513 6400 58.66 52.09

PM PEAK 11346 10375 161.89 120.08 PM OFF (2) 12879 11373 250.2 179.26 AM PEAK 1073 8.67

AM PEAK(1) 3015 64.74 DIFFERENCES AM OFF 1071 14.48

PM OFF 1113 6.57 PM PEAK 971 41.81

PM OFF (2) 1506 70.94 AM PEAK 1 1

AM PEAK(1) 1.5 1.5 HRS/DAY AM OFF 3 3

PM OFF 3.5 3.5 PM PEAK 1 1 PM OFF (2) 1.75 1.75 AM PEAK 1073 9 AM PEAK(1) 4523 97

DAILY AM OFF 3213 43 TOTALS PM OFF 3896 23

PM PEAK 971 42 PM OFF (2) 2636 124

TOTAL 16311 338.17

UNIT VALUES $0.014 $10.00

ANNUAL SAVINGS $68,504 $1,014,510

PROJECT COST: $2,518 TOTAL ANNUAL SAVINGS:

BENEFIT/COST RATIO: 480.58

(1) = With SB Left Tum Signal Omitted Every Cycle at Buckner and Garland (2) = With NB Left Tum Signal Omitted Every Cycle at Buckner and Garland

Dalzas, Texas

Page E-74

FUEL (gals)

BEFORE AFTER

296.48 2n.ss 491.21 405.41

199 179.45 245.58 227.75

417.95 374.71 516.n 452.95

18.92 85.8

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System 2B - Buckner


MOCKINGl!IRO

Dallas, Texas System 2B - Buckner


System 3 - Scyene

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of four signalized intersections were included in this traffic signal network at spacing that varied between 1,264 feet and 2,701 feet. All the four intersections were coordinated for the ''before" conditions. The cycle lengths were 75 seconds for AM, OFF, and PM peak periods for the "before" conditions. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at three intersections and the new equipment allowed signals to operate with multiple cycle lengths. The existing signal control equipment was utilized at Scyene/Masters. All intersections were provided with actuated controllers. The intersections had between two and four signal phases. All signals were equipped with actuated pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic was between 17,931 and 19,136 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, Off, and PM peak periods were 75, 60, and 75 seconds long, respectively. All the intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $471,323 savings per year (a 23 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 4,354,200 stops (a 20.5 percent reduction), a total annual fuel savings of 52,179 gallons (a 10.5 percent reduction), and a delay annual savings of 35,820 veh-hrs (a 28.5 percent reduction). Travel times were reduced by 22, 4, and 16 percent for the AM, Off and PM peak periods for the westbound traffic on Scyene. For the eastbound traffic, travel times were reduced by 6 and 23 percent for the Off and PM peak periods respectively. However, travel times were increased by 21 percent for the eastbound traffic for the AM peak period. A better signal coordination was achieved between all four intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $6,682, and the resultant benefit to cost ratio was 71 to 1.

Dallas, Texas System 3 - Scyene





AM 1401 2.4 14.28 DIFFERENCES OFF 149 -1.72 -1.54

PM 3737 49.35 56.44 AM 3 3 3

HRS/DAY OFF 6.5 6.5 6.5 PM 2.5 2.5 2.5 AM 4203 7.2 42.84

DAILY OFF 969 -11.18 -10.01 PM 9343 123.38 141.1

TOTAL 14514 119.40 173.93

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $60,959 $358,185 $52,179



Dallas, Texas System 3 - Scyene


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System 4 - East Grand

The City of Dallas Department of Public Works and Transportation worked on the following project. The study network consisted of an arterial (East Grand) with ten (10) signalized intersections. Prior to this study, eight of the ten intersections were coordinated and operating with a cycle length of 65 seconds at all times of the day. The remaining two intersections were functioning free as isolated intersections. The attached figure shows the project network system, cross streets, and link distances.

While five of the ten intersections were controlled by pretimed controllers, the remaining were controlled by actuated controllers. Similarly, five of the intersections were equipped with pretimed pedestrian controls and the remaining were equipped with actuated controls. The intersections had between two and three signal phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 9,500 and 15,578 vehicles. PASSER II was used to generate timing plans with optimal bandwidths and these plans were further fine-tuned and evaluated with TRANSYT-7F. The new cycle lengths used for the "after" conditions for the AM, Off, and PM peak periods were 65, 50, and, 65 seconds respectively. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $800,712 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 2,237,700 stops (a 10.5 percent reduction), a total annual fuel savings of 69,431 gallons (a 16.7 percent reduction), and a delay annual savings of 69,995 veh-hrs (a 40 percent reduction). Signal coordination was achieved for all the ten intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $3,756 with a benefit to cost ratio of 213 to 1.

Dallas, Texas System 4 - East Grand



DELAY (veh-hrs)


AM 9221 7955 74:55 51.28 175.01 150.22 HOURLY OFF 4621 4312 29.07 19.94 87.3 1s.n VALUES PM 7302 6323 84.03 37.21 152.46 111.68

AM 1266 23.27 24.79

DIFFERENCES OFF 309 9.13 10.53 PM 979 46.82 40.78 AM 2.25 2.25 2.25

HRS/DAY OFF 7 7 7 PM 2.5 2.5 2.5 AM 2849 52.36 55.78

DAILY OFF 2163 63.91 73.71

PM 2448 117.05 101.95 TOTAL 7459 233.32 231.44

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $31,328 $699,953 $69,431





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System 5 - Columbia/Main

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of twenty three (23) signalized intersections were included in this traffic signal network at a spacing that varied between 270 feet and 3,200 feet. All twenty three (23) intersections were coordinated intersections in the ''before" conditions. The cycle lengths were 70, 50, and 80 seconds for AM, Off, and PM peak periods for the ''before" conditions for coordinated intersections. The attached figure shows the project network system, cross streets, and link distances.

All control equipment on this system was upgraded from electromechanical pretimed to solid state pretimed devices. All intersections had two signal phases. All signals were equipped with pretimed pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 4,048 and 18,023 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" conditions for the AM, Off, and PM peak periods were 80, 70, and 80 seconds long, respectively. All the intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $2,550,000 savings per year (a 30 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 7,431,300 stops (a 15.4 percent reduction), a total annual fuel savings of 217,190 gallons (a 16.4 percent reduction), and a delay annual savings of 222,587 veh-hrs (a 34.7 percent reduction). Travel times were reduced in the range of 7 to 15 percent for the southwest bound traffic on Canton/Columbia. Travel times were also reduced in the range of 7 to 13 percent for the northeast bound traffic on Canton/Columbia for the AM and Off peak periods. However, travel times were found to increase around 3 percent for the northeast bound traffic on Canton/Columbia for the PM peak period. Signal coordination was achieved between all twenty three (23) intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $35,700, and the resultant benefit to cost ratio was 71 to 1.

Dallas, Texas System 5 - Columbia/Main





AM 4354 110.44 111.63 DIFFERENCES OFF 1600 -9.92 4.38

PM 476 112.n 131.13 AM 3 3 3

HRS/DAY OFF 6.5 6.5 6.5 PM 2.75 2.75 2.75 AM 13062 331.32 334.89

DAILY OFF 10400 -64.48 28.47 PM 1309 475.12 360.61

TOTAL 24n1 741.96 723.97

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $104,038 $2,225,873 $217,190

PROJECT COST: $35,6n TOTAL ANNUAL SAVINGS: $2,547,101


Dallas, Texas System 5 - Columbia/Main


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System 6 - Bus System

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of forty nine ( 49) signalized intersections were included in this network at spacing that varied between 204 feet and 2,650 feet. All the 49 intersections were operating with cycle lengths of 90, 72, 144, and 100 seconds long for the AM, MIDDAY, Off, and PM peak periods for the "before" conditions. The attached Figure shows the project network system, cross streets, and link distances.

The existing signal control equipment was utilized at all intersections. The intersections were provided with a mixture of pretimed and actuated controllers. The intersections had between two and four signal phases. The signals were equipped with pretimed and actuated pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic was between 3,038 and 30,258 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, MID-DAY, OFF, and PM peak periods were 90, 80, 55, and 110 seconds long, respectively. All the 49 intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $910,000 savings per year (a 5 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 6,823,800 stops (a 4.2 percent reduction), a total annual fuel savings of 100,857 gallons (a 2.5 percent reduction), and a delay annual savings of 71,439 veh-hrs (a 5.8 percent reduction). Travel times were reduced in the range of 0 to 17 percent for the southwest bound traffic on Gaston Avenue. For the northeast bound traffic on Gaston Avenue, travel times were increased by 15 percent for the AM peak period and reduced by 17 and 28 percent for the MID-DAY and PM peak periods respectively. Travel times were increased by 24 and 3 percent for the AM and PM peak periods and reduced by 18 percent for the MID-DAY peak period for the southwest bound traffic on Live Oak/Skillman. For the northeast bound traffic on Live Oak/Skillman, travel times were reduced in the range of 10 to 23 percent. Travel times were reduced in the range of 5 to 18 percent for the traffic on Ross/Greenville. A better signal coordination was achieved between all the 49 intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $21,604, and the resultant benefit to cost ratio was 42 to 1.

Dallas, Texas System 6 - Bus System




AM 38192 39833 313.57 293.75 1032.97 1026.95 HOURLY OFF 12344 12490 68.45 62.61 303.58 291.51 VALUES MID-DAY 37536 36352 245.61 247.9 885.7 878.32

PM 55549 47172 570.25 489.44 1398.37 1300.88 AM -1641 19.82 6.02

DIFFERENCES OFF -146 5.84 12.07 MID-DAY 1184 -2.29 7.38

PM 83n 80.81 97.49 AM 2.5 2.5 2.5

HRS/DAY OFF 4 4 4 MID-DAY 7.25 7.25 7.25

PM 2.25 2.25 2.25 AM -4103 49.55 15.05

DAILY OFF -584 23.36 48.28 TOTALS MID-DAY 8584 -16.60 53.50

PM 18848 181.82 219.35 TOTAL 22746 238.13 336.19

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $95,532 $714,390 $100,856

PROJECT COST: $21,604 TOTAL ANNUAL SAVINGS: $910,n8


Dallas, Texas System 6 - Bus System


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Page E-87

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System 6 - Bus System


System 7 - Kingsley /Plano/ Audelia

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of seven signalized intersections were included in this traffic signal network at a spacing that varied between 1,637 feet and 3,084 feet. Six of the seven intersections were coordinated intersections in the ''before" condition. The isolated intersection was Kingsley /White Rock Trail. The cycle lengths were 60 seconds for AM, Off, and PM peak periods for the "before" conditions for coordinated intersections. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at four intersections and the new equipment allowed signals to operate with multiple cycle lengths. All intersections were provided with actuated controllers. The intersections had between two and eight signal phases. All signals were equipped with actuated pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic was between 16,005 and 21,146 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, Off, and PM peak periods were 70, 60, and 70 seconds long, respectively. All the intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $392,000 savings per year (a 12 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 3,561,300 stops (a 9.9 percent reduction), a total annual fuel savings of 50,753 gallons (a 6.1 percent reduction), and a delay annual savings of 29,191 veh-hrs (a 16 percent reduction). Travel times were reduced in the range of 11 to 25 percent for the AM and PM peak periods and in the range of 2 to 18 percent for the Off peak periods. Signal coordination was achieved between all seven intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $6,900 and the resultant benefit to cost ratio was 57 to 1.

Dallas, Texas System 7 - Kingsley/PlanofAudelia






PM 1619 6.93 16.37 AM 3 3 3

HRS/DAY OFF 6.5 6.5 6.5 PM 2.5 2.5 2.5 AM 6270 69.06 103.29

DAILY OFF 1554 10.92 24.96 PM 4048 17.33 40.93

TOTAL 11871 97.31 169.18

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $49,858 $291,915 $50,753



Dallas, Texas System 7 - Kingsleyf PLanofAudelia


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System SA - Mockingbird/Central/Greenville

The City of Dallas Department of Public Works and Transportation worked on the following project. The study network consisted of the Mockingbird, Central, and Greenville systems for a total of twenty-five intersections. Prior to this study, all of the intersections were operating in a coordinated system with cycle lengths ranging from 80 to 160 seconds. The new system consists of two separate systems (Mockingbird, and Greenville/Central) with cycle lengths ranging from 80 to 128 seconds for the various peak periods. The attached figure shows the project network system and cross streets.

None of the intersections in the system received new equipment. The control equipment for the signals was made up of actuated and pretimed controllers, as were the pedestrian controls. The intersections had between two to eight phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. PASSER II was used to generate timing plans with optimal bandwidths and these plans were further fine-tuned and evaluated with TRANSYT-7F. Different durations of the study periods were used for the two systems. Also, there was a difference in the durations of the before and after studies for the two systems. This difference however was very small for the Central/Greenville system. Hence, a summary table illustrating the benefits of the improvements for the Central/Greenville system is included.

According to the report submitted by the City of Dallas, the project resulted in an estimated 10.7 million dollars savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 13,980,500 stops (an 8.0 percent reduction), a total annual fuel savings of 854,249 gallons (a 16.6 percent reduction), and a delay annual savings of 969,144 veh-hrs (a 37.6 percent reduction). Signal coordination was achieved for all the twenty-five intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $14,621 and the resultant benefit to cost ratiowas 735 to 1.

Dallas, Texas System 8A - Mock/Central/Greenville


DALLAS SBA - Central/Greenville



AM 23594 22141 514.84 228.71 766.94 569.96 HOURLY OFF 12759 11711 106.03 99.37 323.89 312.18 VALUES MID 18926 19521 260 201.9 514.84 487.58

PM 30832 31102 606.69 370.15 927.21 751.33 AM 2.50 2.50 2.50 2.50 2.50 2.50

HRS/DAY OFF 7.50 7.50 7.50 7.50 7.50 7.50 MID 5.25 5.50 5.25 5.50 5.25 5.50 PM 2.75 2.50 2.75 2.50 2.75 2.50 AM 58985 55353 1287 572 1917 1425

DAILY OFF 95693 87833 795 745 2429 2341 MID 99362 107366 1365 1110 2703 2682 PM 84788 m55 1668 925 2550 1878 AM 3633 715 492 OFF 7860 50 88

DIFFERENCES MID -8004 255 21 PM 7033 743 672

TOTAL 10522 1763 1273

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $44,190 $5,288,543 $381,899

PROJECT COST: See E-91 TOTAL ANNUAL SAVINGS: $5,714,632

BENEFIT/COST RATIO: See E-91

Dallas, Texas System 8A - Mock/Central/Greenv


Dallas, Texas System BA - Mock!Central/Greenv


System 9 - Montfort

The City of Dallas Department of Public Works and Transportation worked on the following project. The network includes seven isolated intersections and a diamond interchange at spacing that varied between 1,211 feet and 2,424 feet. The signals at Harvest Hill/Montfort and LBJ /Montfort (diamond interchange) were fully actuated at all times for the "before" conditions. All other intersections were operating with cycle lengths of 100, 100, 144, and 100 seconds long for the AM, OFF, MID-DAY and PM peak periods for the ''before" conditions. The attached figure shows the project network system, cross streets, and link distances.

The existing signal control equipment was utilized at all intersections. All intersections were provided with actuated controllers. The intersections had between three and eight signal phases. All signals were equipped with actuated pedestrian controls.

In order to evaluate the system's performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic was between 11,885 and 26,330 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, OFF, MID-DAY, and PM peak periods were 180, 90, 150, and 180 seconds long, respectively. All the intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $1,210,000 savings per year (a 12 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 8,781,000 stops (a 13.7 percent reduction), a total annual fuel savings of 141,171 gallons (a 9.1 percent reduction), and a delay annual savings of 95,070 veh-hrs (a 13.0 percent reduction). Travel times were reduced in the range of 3 to 46 percent for the traffic on Alpha. For the traffic on Montfort, travel times were reduced in the range of 1 to 30 percent except for the southbound PM peak period, which increased by 2 percent. For the traffic on Spring Valley, travel times were increased by 9 and 4 percent for the eastbound AM and westbound PM peak periods. Travel times were reduced in the range of 5 to 49 percent for the Spring Valley traffic for other periods. Signal coordination was achieved between all intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $4,975 and the resultant benefit to cost ratio was 244 to 1.

Dalzas, Texas System 9 - Montfort




AM 14649 11313 132.88 111.55 347.37 287.97 HOURLY OFF 7697 6110 55.8 52.75 184.39 165.71 VALUES MID-DAY 16212 15071 207.21 186.76 380.n 365.69

PM 19060 16630 262.33 213.64 491.34 440.25 AM 3336 21.33 59.4

DIFFERENCES OFF 1587 3.05 18.68 MID-DAY 1141 20.45 15.08

PM 2430 48.69 51.09 AM 2.5 2.5 2.5

HRS/DAY OFF 5 5 5 MID-DAY 5 5 5

PM 3 3 3 AM 8340 53.325 148.5

DAILY OFF 7935 15.25 93.4 TOTALS MID-DAY 5705 102.25 75.40

PM 7290 146.07 153.27 TOTAL 29270 316.90 470.57

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $122,934 $950,685 $141,171



Dallas, Texas System 9 - Montfort


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System 13 - Lernrnon/Wycliff

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of twenty nine (29) signalized intersections were included in this traffic signal network at spacing that varied between 460 feet and 2,050 feet. Before the modifications, the twenty nine (29) intersections constituted a system of six intersections with the remaining either as isolated intersections or a pair of coordinated intersections. The cycle lengths ranged from 50 to 100 seconds for the various peak periods. In the after conditions, the entire study network was formed into two systems with separate cycle lengths for the various peak periods. The attached figure shows the project network system, cross streets, and link distances.

All control equipment on this system was upgraded from electromechanical controllers to solid state controllers. All the intersections except at Mapel and Lucas are actuated and use between two and eight phases. All signals are equipped with pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. Optimum cycle lengths were determined using 1RANSYT-7F for each of the morning, afternoon, noon, and off-peak periods. The new cycle lengths used for the "after" conditions for Lemmon, Oak Lawn, Turtle Creek, and Maple for the AM, Off, noon, and PM peak periods were 120, 75, 100, and 150 seconds long, respectively. For Wycliff Avenue, the cycle lengths obtained for the AM, Off, and PM peaks were 90, 80, and 100 seconds, respectively.

Based on 1RANSYT-7F simulation, the project resulted in an estimated $5,700,000 savings per year, a direct benefit to the motorists using these routes. This operating cost savings included a total savings of 43.6 million stops (a 23.2 percent reduction), a total annual fuel savings of 665,433 gallons (a 16.8 percent reduction), and a delay annual savings of 4.4 million veh-hrs (a 28 percent reduction). Study periods for the Lemmon, Oak Lawn, Turtle Creek, and Maple were 2.5 hrs, 9 hrs, 2 hrs, and 2.75 hrs for the AM peak, Off peak, Mid-day, and PM peak respectively. For the Wycliff system the study periods were 2.5, 11, and 2.5 hrs for the AM, Off, and PM peak periods respectively. Travel times were reduced in the range of 8 to 52 percent for the traffic on Lemmon, Oak Lawn, and Turtle Creek. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the entire project was $52,809 and the resultant benefit to cost ratio was 108 to 1.

Dallas, Texas System 13 - Lemmon!Wycliff




AM 35738 27643 223.56 214.66 788.2 722.63 HOURLY OFF 19619 16192 108.n 101.86 459.56 434.41 VALUES MID-DAY 38921 29478 253.28 250.35 856.01 785.93

PM 59156 38710 538.75 400.1 1291.224 1022.47 AM 8095 8.9 65.57

DIFFERENCES OFF 3427 6.91 25.15 MID-DAY 9443 2.93 70.08

PM 20446 138.65 268.75 AM 2.5 2.5 2.5


PM 2.75 2.75 2.75 AM 20238 22.25 163.93

DAILY OFF 30843 62.19 226.35 TOTALS MID-DAY 18886 5.86 140.16

PM 56227 381.29 739.07 TOTAL 126193 471.59 1269.51

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $530,011 $1,414,762 $380,853

PROJECT COST: SeeA-80 TOTAL ANNUAL SAVINGS: $2,325,626

BENIFIT/COST RATIO: SeeA-80

Dallas, Texas System 13 - Lemmon




AM 6692 5655 56.19 38.68 131.82 101.74 HOURLY OFF 7275 6064 87.37 39.6 157.4 109.25

VALUES PM 9324 8036 242.72 69.07 292.13 154.63

AM 1037 17.51 30.08 DIFFERENCES OFF 1211 47.n 48.15

PM 1288 173.65 137.50

AM 2.5 2.5 2.5 HRS/DAY OFF 11 11 11

PM 2.5 2.5 2.5

AM 2593 43.n5 75.20 DAILY OFF 13321 525.47 529.65 TOTAL PM 3220 434.13 343.75

TOTAL 19134 1003.37 948.60

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $80,361 $3,010,110 $284,580



Dallas, Texas System 13 - Wyclifl


DalLaS, Texas System 13 - Wycli.ff


System 14 - Cole/Knox

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of twenty one (21) signalized intersections were included in this traffic signal network at spacing that varied between 207 feet and 2,732 feet. Before the modifications, the twenty one (21) intersections constituted four systems of intersections. The cycle lengths ranged from 50 to 160 seconds for the various peak periods. In the after conditions, the entire study network was formed into two systems with separate cycle lengths for the various peak periods. The attached figure shows the project network system, cross streets, and link distances.

All control equipment on this system was upgraded from electromechanical controllers to solid state controllers. All except eight of the intersections are actuated and use between two and four phases. All signals are equipped with pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. Optimum cycle lengths were determined using TRANSYT-7F for each of the AM, Off, and PM peak periods. The new cycle lengths used for the "after" conditions for the Cole/McKinney system for the AM, Off, and PM peak periods were 80, 100, and 160 seconds long, respectively. For the Knox/Fitzhugh system, the cycle lengths obtained for the AM, Off, and PM peaks were 50, 60, and 75 seconds respectively.

Based on TRANSYT-7F simulation, the project resulted in an estimated $2,220,000 savings per year, a direct benefit to the motorists using these routes. This operating cost savings included a total savings of 7.24 million stops (a 12.5 percent reduction), a total annual fuel savings of 69,722 gallons (a 5.24 percent reduction), and a delay annual savings of 205,743 veh-hrs (a 25 percent reduction). The study periods for the Cole system were 2.5, 4.75, 2 and 2.75 hrs for the AM peak, Off peak, Mid-day peak, and PM peak respectively. However, the Knox system had a study periods of about 2.5, 10, and 2.75 hrs for the AM peak, Off peak, and the PM peak respectively. In general, travel times reduced in the system. While there were a few arterials indicating an increase in the travel of about 8 percent, the maximum decrease in the travel times was about 61 percent. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the entire project was $12,280 and the resultant benefit to cost ratio was 182 to 1.

Dallas, Texas System 14 - Cole/Knox

Traffic LighJ Synchronization I Page E-102



AM 5273 4433 35.57 21.47 89.48 78.93

HOURLY OFF 4297 3905 23.17 23.35 82.74 79.415

VALUES PM 7607 5942 68.21 36.3 145.46 112.64 AM 840 14.1 10.55

DIFFERENCES OFF 392 -0.18 3.325

PM 1665 31.91 32.82 AM 2.5 2.5 2.5

HRS/DAY OFF 6.75 6.75 6.75 PM 2.75 2.75 2.75

AM 2100 35.25 26.37 DAILY OFF 2646 -1.21 22.44

PM 4579 87.75 90.26

TOTAL 9325 121.79 139.07

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $39,164 $365,363 $41,722

PROJECT COST: SeeA-84 TOTAL ANNUAL SAVINGS: $446,249


Dallas, Texas System 14 - Cole




AM 7211 6486 84.6 62.2 157.91 152.n HOURLY OFF 7982 6846 104.71 62.32 1n.19 160.49 VALUES PM 11439 10841 3n.21 346.62 393.9 425.36

AM 725 22.4 5.14

DIFFERENCES OFF 1136 42.39 16.7 PM 598 30.59 -31.46 AM 2.5 2.5 2.5

HRS/DAY OFF 10 10 10

PM 2.75 2.75 2.75 AM 1813 56 12.85

DAILY OFF 11360 423.90 167.00

PM 1645 84.12 -86.52 TOTAL 14817 564.02 93.33

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $62,231 $1,692,067 $28,000



Dallas, Texas System 14 - Knox


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System 15 - Sylvan

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of six signalized intersections were included in this traffic signal network at a spacing that varied between 399 feet and 2,055 feet. All six intersections were operating as isolated intersections in the ''before" conditions. The cycle lengths varied from 33 seconds to 110 seconds for the "before" conditions for these isolated intersections. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment at Sylvan/Commerce and Sylvan/Nomas was upgraded and the new equipment allowed signals to operate with multiple cycle lengths. At all other intersections, the signals were controlled by the existing signal system. All intersections were provided with actuated controllers. The intersections had between two and eight signal phases. All signals were equipped with actuated pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 10,965 and 16,527 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" conditions for the AM, Off, and PM peak periods were 80, 65, and 80 seconds, respectively. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $234,000 savings per year (a 15 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 3,370,200 stops (an 18.8 percent reduction), a total annual fuel savings of 55,673 gallons (a 17.0 percent reduction), and a delay annual savings of 13,090 veh-hrs (a 14.0 percent reduction). Travel times were reduced in the range of 23 to 33 percent for the northbound traffic and in the range of 16 to 33 percent for the southbound traffic. Signal coordination was achieved between all the six intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $2,900, and the resultant benefit to cost ratio was 80 to 1.

Dallas, Texas System 15 - Sylvan




AM 5777 4443 33.95 26.92 113.86 93.45 HOURLY OFF 3836 3314 19.33 16:9 70.06 59.76 VALUES PM 7331 5633 36.37 32.75 126.94 101.96


PM 1698 3.62 24.98 AM 2.5 2.5 2.5

HRS/DAY OFF 7 7 7 PM 2.5 2.5 2.5 AM 3335 17.58 51.02

DAILY OFF 3654 17.01 72.1 PM 4245 9.05 62.45

TOTAL 11234 43.63 185.58

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $47,183 $130,905 $55,673



Dallas, Texas System 15 - Sylvan


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System 16 - Corinth/Central/Grand/Lamar

The City of Dallas Department of Public Works and Transportation worked on the following project. The study network consisted of the Corinth, Central, Grand, and Lamar for a total of sixteen intersections. Prior to this study, ten intersections were operating in four coordinated systems and the remaining six were isolated intersections. Three of the four networks had a cycle length of 60 seconds for all the peak periods, the fourth had a separate cycle length for the peak periods ranging from 45 to 90 seconds. Five of the isolated signals had cycle lengths ranging from 45 to 90 seconds while one was free all day. The new system consists of a single coordinated system with a range of cycle lengths from 50 seconds to 80 seconds for the various peak periods. The attached figure shows the project network system, cross streets, and link distances.

Thirteen of the intersections in the system received new equipment. The control equipment for the signals was made up of actuated and pretimed controllers, as were the pedestrian controls. The intersections had between two to three phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 12,654 veh/hr (off peak) and 21,711 veh/hr (PM peak). PASSER II was used to generate timing plans with optimal bandwidths and these plans were further fine-tuned and evaluated with TRANSYT-7F.

Based on TRANSYT-7F simulation, the project resulted in an estimated $683,765 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 5,692,929 stops (a 18.9 percent reduction), a total annual fuel savings of 55,679 gallons (a 8.4 percent reduction), and a delay annual savings of 54,839 veh-hrs (a 30.4 percent reduction). Signal coordination was achieved for all the sixteen intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $37,271 and the resultant benefit to cost ratio was 18 to 1.

Dallas, Texas System 16 - Cor!Cen!Grand/Lamar





AM 2779 13.53 35.97

DIFFERENCES OFF 844 17.74 2.52 PM 2181 11.22 26.43 AM 2.5 2.5 2.5

HRS/DAY OFF 6.5 6.5 6.5

PM 3 3 3 AM 6948 33.83 89.93

DAILY OFF 5486 115.31 16.38

PM 6543 33.66 79.29 TOTAL 18977 182.80 185.60

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $79,701 $548,385 $55,679



Dallas, Texas System 16 - Cor!Cen/Grand!Lamar


7

Dallas, Texas System 16 - Cor/Cen/Grand/Lamar

Traffic Light Synchronization I Page E-lll

System 17 - OakClifT (Jefferson)

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of forty-nine ( 49) signalized intersections were included in this traffic signal network at a spacing that varied between 150 feet and 2,750 feet. Forty (40) of the forty-nine intersections were isolated intersections in the ''before" condition. The remaining intersections were broken into four ( 4) subsystems. The attached figure shows the project network system, cross streets, and link distances.

The signals in this system consisted of 37 installed NAZTEC 124-F signal controllers, 39 controller cabinet backpanels, 30 interconnect panels, and 9 ELTEC TC14+ time clocks. The controllers were pretimed, semi-actuated, or actuated. All intersections had between two and four signal phases. Except Jefferson/Marlborough, Jefferson/Montclair, and Jefferson/Edgefield, all other signals were equipped with either pretimed or actuated pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, Off, and PM peak periods were 60, 55, and 60 seconds long, respectively. All 49 intersections with the exception of 12th Street/Zang Boulevard were able to operate under these cycle lengths. The 12th Street/Zang Boulevard intersection was analyzed as an isolated intersection with an 80 second cycle length. This was due to the minimum pedestrian timings required for the intersection.

Based on TRANSYT-7F simulation, the project resulted in an estimated $456,000 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 1,472,700 stops (a 1.5 percent reduction), a total annual fuel savings of 14,541 gallons (a 0.7 percent reduction), and a delay annual savings of 42,075 veh-hrs (a 7.4 percent reduction). Travel time was significantly reduced on each arterial with the exception of Jefferson Boulevard. The ability not to enhance travel time on this arterial was the result of on-street parking and shared left/through lanes. Signal coordination was achieved between all 49 intersections except 12th Street at Zang Boulevard. Due to the limitation of the number of available timing plans and phase sequences of NAZTEC 124-F controllers, the potential benefits of the project were reduced. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $154,000 and the resultant benefit to cost ratio was 3 to 1.

Dallas, Texas System 17 - OakClijf (Jefferson)






PM 811 19.78 8.81 AM 1 1 1

HRS/DAY OFF 10 10 10 PM 1 1 1 AM 1958 44.87 19.86

DAILY OFF 2140 75.6 19.8 PM 811 19.78 8.81

TOTAL 4909 140.25 48.47

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $20,618 $420,750 $14,541



Dallas, Texas System 17 - OakCliff (Jefferson)


Dallas, Texas System 17 - OakCliff (Jefferson)


System 18 · Hampton

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of fourteen signalized intersections were included in this network at a spacing that varied between 685 feet and 3,863 feet. Prior to this study, the network consisted of three coordinated subsystems. Subsystem 1 consisted of Hampton/Wright, Hampton/Clarendon, and Hampton/Twelfth intersections with cycle lengths of 90 seconds for all periods. Subsystem 2 consisted of seven intersections with cycle lengths of 90, 90, and 120 seconds for AM, Off and PM peak periods. Subsystem 3 consisted of Hampton/W. Commerce, Hampton/Singleton, Hampton/Dennison, and Hampton/Bickers with cycle lengths of 120, 90, and 150 seconds for AM, Off, and PM peak periods. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at seven intersections and the new equipment allowed signals to operate with multiple cycle lengths. At all other intersections, the signals were controlled by the existing signal system. The intersection at Ft. WorthBahama/Jacqueline was provided with pretimed controller. All other intersections were provided with actuated controllers. The intersections had between two and eight signal phases. All signals were equipped with pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 21,871 and 33,436 vehicles. Subsystem 1 consisted of eight coordinated intersections with cycle lengths of 90, 72, and 100 seconds for AM, Off, and PM peak periods for the "after" conditions. Subsystem 2 consisted of three coordinated intersections, Hampton-Ft. Worth, Ft. worthColorado, and Ft. Worth-Bahama/Jacqueline, with cycle lengths of 90, 80, and 100 seconds for the AM, Off, and PM peak periods respectively. Subsystem 3 contained the same intersections. The cycle lengths of 90, 80, and 100 seconds were used for the AM, Off, and PM peak periods for subsystem 3.

Based on TRANSYT-7F simulation, the project resulted in an estimated $2,590,000 savings per year (a 30 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 7,546,800 stops (a 10.7 percent reduction), a total annual fuel savings of 230,006 gallons (a 12.6 percent reduction), and a delay annual savings of 225,196 veh-hrs (a 38 percent reduction). Travel times were reduced in the range of 5 to 23 percent. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $13,200 and the resultant benefit to cost ratio was 196 to 1.

Dallas, Texas System 18 - Hampton




AM 38382 29800 546.06 201.4 1102.1 m.04 HOURLY OFF 16651 15067 77.66 62.04 407.13 382.28 VALUES PM 30990 31548 217.56 231.8 779.4 792.56


PM -558 -14.24 -13.16 AM 2 2 2

HRS/DAY OFF 5.75 5.75 5.75 PM 2 2 2 AM 17164 689.32 650.12

DAILY OFF 9108 89.81 142.89 PM -1116 -28.48 -26.32

TOTAL 25156 750.65 766.69

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $105,655 $2,251,965 $230,006



Dallas, Texas System 18 - Hampton


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System 19 - Westmoreland

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of five signalized intersections were included in this traffic signal network at a spacing that varied between 1,103 feet and 2,766 feet. Prior to this study, all five intersections were coordinated intersections. They were operating with a cycle length of 90 seconds for all periods. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment at Westmoreland/Singleton, Westmoreland/Bickers, and Westmoreland/Canada was upgraded and the new equipment allowed signals to operate with multiple cycle lengths. At other intersections, the signals were controlled by the existing signal system. All intersections were provided with actuated controllers. The intersections had between two and five signal phases. All signals were equipped with actuated pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 14,390 and 20,604 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" condition for the AM, Off, and PM peak periods were 100, 80, and 100 seconds, respectively. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $181,800 savings per year (a 16.7 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 2,352,900 stops (a 17.5 percent reduction), a total annual fuel savings of 24,178 gallons (a 7.5 percent reduction), and a delay annual savings of 12,464 veh-hrs (a 21.7 percent reduction). Travel times were reduced in the range of 6 to 32 percent for the northbound traffic and in the range of 8 to 35 percent for the southbound traffic. Signal coordination was achieved between all five intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $11,700, and the resultant benefit to cost ratio was 16 to 1.

Dallas, Texas System 19 - Westmoreland




AM 9976 6561 51.36 31.341 244.21 202.74 HOURLY OFF 4452 4112 17.35 14.22 106.89 103.94 VALUES PM 9274 6801 40.7 37.17 216.93 194.n


PM 2473 3.53 22.16 AM 1 1 1

HRS/DAY OFF 5.75 5.75 5.75 PM 1 1 1 AM 3415 20.02 41.47

DAILY OFF 1955 18.00 16.96 PM 2473 3.53 22.16

TOTAL 7843 41.55 80.59

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $32,941 $124,640 $24,178



Dallas, Texas System 19 - Westmoreland


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System 20 • West Davis

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of six signalized intersections were included in this traffic signal network at a spacing that varied between 400 feet and 3,446 feet. Prior to this study, all six intersections were coordinated intersections. They were operating with a cycle length of 80 seconds for all periods. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at five intersections and the new equipment allowed signals to operate with multiple cycle lengths. The signals at Davis/Loop 12 were controlled by the existing signal system. The signals at Davis/Loop 12, Davis/Chalk Hill, and Davis/Cockrell Hill were provided with actuated controllers. These intersections had between two and six signal phases and were not equipped with pedestrian controls. Other intersections were provided with pretimed controllers, two phase signals, and pretimed pedestrian controls.


Based on TRANSYT-7F simulation, the project resulted in an estimated $80,500 savings per year (a 7.1 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 322,200 stops (a 2.2 percent reduction), a total annual fuel savings of 21,650 gallons (a 6.3 percent reduction), and a delay annual savings of 5,436 veh-hrs (a 9.4 percent reduction). Travel times were reduced by 1 percent for the AM peak period and increased by the range of 8 to 12 percent for the Off and PM peak periods for the eastbound traffic. Travel times were also reduced in the range of 6 to 10 percent for the AM and PM peak periods for the westbound traffic. Travel times were increased by 7 percent for the Off peak period for westbound traffic on Davis. Signal coordination was achieved between all six intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $12,500 and the resultant benefit to cost ratio was 6 to 1.

Dallas, Texas System 20 - West Davis





AM 459 -6.59 3.n DIFFERENCES OFF 149 3.23 10.37

PM -314 6.29 4.59 AM 1.5 1.5 1.5

HRS/DAY OFF 5.75 5.75 5.75 PM 1.5 1.5 1.5 AM 689 -9.89 5.66

DAILY OFF 857 18.57 59.63 PM -471 9.44 6.88

TOTAL 1074 18.12 72.17

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $4,512 $54,367 $21,650



DallaS, Texas System 20 - West Davis


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System 21 - Kiest/Polk

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of nine signalized intersections were included in this traffic signal network at a spacing that varied between 388 feet and 2,629 feet. Prior to this study, all nine intersections were operating as isolated intersections. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at four intersections and the new equipment allowed signals to operate with multiple cycle lengths. The signals at five other intersections were controlled by the existing signal system. The signals at Kiest/Marvin D. Love, Kiest/RLT, and Kiest/Beckley were provided with pretimed controllers. These intersections were equipped with pretimed pedestrian controls. Other intersections were provided with actuated controllers and were equipped with actuated pedestrian controls. The intersections had between two and six signal phases.


Based on TRANSYT-7F simulation, the project resulted in an estimated $737,600 savings per year (an 18.0 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 15,875,700 stops (a 28.9 percent reduction), a total annual fuel savings of 169,830 gallons (a 17.8 percent reduction), and a delay annual savings of 34,546 veh-hrs (a 14.6 percent reduction). Travel times were reduced in the range of 26 to 42 percent for the traffic on Kiest. Travel times were also reduced in the range of 15 to 37 percent for the traffic on Polk. Signal coordination was achieved between all the nine intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $13,400 and the resultant benefit to cost ratio was 55 to 1.

Dallas, Tex.as System 21 - Kiest/Polk



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AM 16336 11528 72.85 81.05 290.32 244.89 HOURLY OFF 13888 10248 54.46 44.6 234.23 198.44 VALUES OFFW/SF 13901 10211 51.78 44.28 232.66 197.19

PM 21751 14030 117.26 79.64 404.94 299.42 AM 4808 -8.2 45.43

DIFFERENCES OFF 3640 9.86 35.79 OFFW/SF 3690 7.5 35.47

PM n21 37.62 105.52 AM 2.5 2.5 2.5

HRS/DAY OFF 5.75 5.75 5.75 OFFW/SF 1.75 1.75 1.75

PM 1.75 1.75 1.75 AM 12020 -20.5 113.58

DAILY OFF 20930 56.70 205.79 TOTALS OFFW/SF 6458 13.13 62.07

PM 13512 65.84 184.66 TOTAL 52919 115.16 566.10

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $222,261 $345,465 $169,830



Dallas, Texas System 21 - Kiest/Polk


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System 22 - Marsalis

The City of Dallas Department of Public Worlcs and Transportation worked on the following project. A total of four signalized intersections were included in this traffic signal network at a spacing that varied between 1,879 feet and 3,425 feet. Prior to this study, all four intersections were operating as isolated intersections. The intersection at Marsalis/ Ann Arbor was operating with a cycle length of 75 seconds for all periods. The other three intersections were operating with a cycle length of 60 seconds for all periods. The attached figure shows the project network system, cross streets, and link distances.

Solid state time base coordinated clocks were installed at all the intersections. The signals at Marsalis/Overton and Marsalis/Kiest were provided with pretimed controllers. These intersections had two signal phases and were equipped with pretimed pedestrian controls. Other intersections were provided with actuated controllers and were equipped with actuated pedestrian controls. The intersection at Marsalis/ Ann Arbor had three signal phases and the intersection at Marsalis/Saner had five signal phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data ii:icluded traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 7,748 and 12,147 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" conditions for the AM and PM peak periods were 72 and 60 seconds, respectively. The cycle lengths for the Off peak period without school flasher and Off peak period with school flasher were 54 and 65 seconds. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $134,800 savings per year (a 15.9 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 4,572,900 stops (a 34.8 percent reduction), a total annual fuel savings of 14,227 gallons (a 6.1 percent reduction), and a delay annual savings of 5,653 veh-hrs (a 13.0 percent reduction). Travel times were reduced in the range of 5 to 22 percent for the AM and PM peak periods. Travel times were increased in the range of 0.5 to 13 percent for the Off peak periods. Signal coordination was achieved between all the four intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $7,300 and the resultant benefit to cost ratio was 18 to 1.

Dallas, Texas System 22 - Marsalis





PM 5595 3865 19.88 17.51 99.41 90.96 AM 1666 0.16 4.51

DIFFERENCES OFF 1040 2.03 2.96 OFFW/SF 1183 1.5 2.48

PM 1730 2.37 8.45 AM 2.5 2.5 2.5


PM 1.75 1.75 1.75 AM 4165 0.4 11.28

DAILY OFF 5980 11.67 17.02 TOTALS OFFW/SF 2070 2.63 4.34

PM 3028 4.15 14.79 TOTAL 15243 18.84 47.42

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $64,020 $56,535 $14,227



Dallas, Te.xas System 22 - Marsalis


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System 22 - Marsalis


System 23 • Ledbetter /Marsalis

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of seventeen (17) signalized intersections were included in this traffic signal network at a spacing that varied between 641 feet and 4,266 feet. Prior to this study, all seventeen intersections were operating as coordinated intersections with a cycle length of 80 seconds for all periods. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at fourteen (14) intersections and the new equipment allowed signals to operate with multiple cycle lengths. The intersections at Lancaster/Overton, Lancaster/Elmore, and Ledbetter/RLT were provided with pretimed controllers and were equipped with pretimed pedestrian controls. The intersection at Ledbetter /Village Fair was equipped with pretimed pedestrian . control. All other intersections were provided with actuated controllers and were equipped with actuated pedestrian controls. The intersections had between two and eight signal phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 17,265 and 34,327 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle lengths used for the "after" conditions for the AM and PM peak periods were 90 and 80 seconds, respectively. The cycle length for the Off peak period without school flasher and Off peak period with school flasher was 75 seconds. All intersections were able to operate under these cycle lengths.

Based on TRANSYT-7F simulation, the project resulted in an estimated $881,100 savings per year (a 13.6 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 11,399,400 stops (an 18.1 percent reduction), a total annual fuel savings of 106,686 gallons (a 5.5 percent reduction), and a delay annual savings of 61,486 veh-hrs (a 16.8 percent reduction). Travel times were reduced in the range of 13 to 16 percent for the AM and PM peak periods for the traffic on Ledbetter. Travel times were increased by 3 percent for the AM peak period for the southbound traffic on Lancaster. During other peak periods on Lancaster, travel times were decreased in the range of 10 to 19 percent. Signal coordination was achieved between all the seventeen intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $33,500 and the resultant benefit to cost ratio was 26 to 1.

Dallas, Texas System 23 - Ledbetter/Marsalis





PM 24396 19594 121.78 99.29 740.63 709.96 AM 7415 71.95 96.79

DIFFERENCES OFF 504 -3.36 o.n OFFW/SF 4662 2.88 31.74

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PM 1.75 1.75 1.75 AM 18538 179.88 241.97

DAILY OFF 2898 -19.32 4.43 TOTALS OFFW/SF 8159 5.04 55.55

PM 8404 39.36 53.67 TOTAL 37998 204.95 355.62

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $159,590 $614,858 $106,686



Dallas, Texas System 23 - Ledbetter/Marsalis


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System 24 - East Illinois

The City of Dallas Department of Public Works and Transportation worked on the following project. A total of five signalized intersections were included in this traffic signal network at a spacing that varied between 733 feet and 2,766 feet. Prior to this study, all five intersections were operating as coordinated intersections with a cycle length of 80 seconds for all periods. The attached figure shows the project network system, cross streets, and link distances.

The signal control equipment was upgraded at four intersections and the new equipment allowed signals to operate with multiple cycle lengths. The intersection at Illinois/Bonnie View was controlled by the existing traffic signal system. All intersections were provided with actuated controllers and were equipped with actuated pedestrian controls. The intersections had between three and four signal phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The average daily traffic on this network was between 9,219 and 13,674 vehicles. Optimum cycle lengths were determined using TRANSYT-7F for each of the morning, afternoon, and off-peak periods. The new cycle length used for the "after" conditions was 75 seconds for all periods. All intersections were able to operate under this cycle length.

Based on TRANSYT-7F simulation, the project resulted in an estimated $192,400 savings per year (a 16.2 percent reduction) on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 1,055,400 stops (a 9.1 percent reduction), a total annual fuel savings of 20,163 gallons (a 7.5 percent reduction), and a delay annual savings of 15,741 veh-hrs (a 21.0 percent reduction). Travel times were reduced in the range of 19 to 33 percent for the traffic on Illinois. Travel times were reduced in the range of 49 to 58 percent for the traffic on Kiest. Signal coordination was achieved between all the five intersections. The changing conditions within the system necessitate yearly review of the optimal signal timings. It was assumed that the timings implemented will yield benefits for two to three years. The total cost of the project was $5,200 and the resultant benefit to cost ratio was 37 to 1.

Dalzas, Texas System 24 - East Illinois




AM 3317 3205 20.79 18.01 75.92 73.59 HOURLY OFF 2615 2139 16.82 11 62.06 54.08 VALUES PM 4630 4595 31.38 28.86 105.59 102.25


PM 35 2.52 3.34 AM 3 3 3

HRS/DAY OFF 6.5 6.5 6.5 PM 2.5 2.5 2.5 AM 336 8.34 6.99

DAILY OFF 3094 37.83 51.87 PM 88 6.3 8.35

TOTAL 3518 52.47 67.21

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $14,774 $157,410 $20,163



Dallas, Texas System 24 - East Illinois


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Airway

The City of El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The intersections are controlled by a mixture of pretimed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center system.

The Airway system consists of a total of five intersections. Coordination for the actuated controllers at three intersections is provided by the Traffic Management Center computerized system. The remaining two intersections are equipped with actuated controllers and are coordinated with synchronizers. The attached map displays the project arterial, cross streets, and link distances. Airway is a six lane, divided, two way arterial with left tum bays at all intersections. The intersection of Airway and Montana located in this system has been rated the highest accident intersection in El Paso. All intersections have between three and eight phases. All of the signals are equipped with pedestrian controls.

In order to evaluate the system's performance, the ''before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The timing changes were accomplished by making changes in the data base for the subsystem at the Traffic Management Center, as well as coding the controllers to reflect the new time settings. It was found that it would not be feasible to interconnect all five intersections. As a result, the intersection of Montana and Airway runs free with minimum recall on its two major through phases. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $2,000,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 5,211,000 stops (a 9.3 percent reduction), a total annual fuel savings of 407,088 gallons (a 31.2 percent reduction), and a delay annual savings of 153,960 veh-hrs (a 26.7 percent reduction). For the Airway system, the maximum increase in travel time was 19 seconds for the PM peak period, an 18.1 percent increase. The maximum decrease in travel time was 39 seconds for the Off peak period, a 30.2 percent reduction. The total cost of the project was $3,000 and the resultant benefit to cost ratio was 602 to 1.

El Paso, Texas Airway






PM 3717 119.87 184.5 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 5156 148.56 89.26

DAILY OFF 4780 124.9 898.7 PM 7434 239.74 369

TOTAL 17370 513.2 1356.96

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $72,954 $1,539,600 $407,088



El Paso, Texas Airway


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Airway


Alabama

The El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The signals in this system are controlled by a mixture of pre-timed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center computer system.

The Alabama system consists of seven intersections coordinated by the Traffic Management Center. In addition, there is a three dial hardwired back-up coordination system. The attached map displays the project arterial, cross-streets, and link distances. The arterial is a four-lane, undivided, two-way road without the provision of left-turn bays at a majority of the intersections. All of the intersections are semi-actuated and have pedestrian controls. All the intersections have two phases except McKelligon which has five phases.

In order to evaluate the system's performance, the "before" TI.,S traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The phasing changes were accomplished by making changes in the data base at the Traffic Management Center, as well as reprogramming the field coordinators for back-up time of day operation. Database testing was critical to insure identical time settings for back-up coordination units and the central computer. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project had an estimated $329,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 3.56 million stops (a 20.6 percent reduction), a total annual fuel savings of 16, 704 gallons (a 2.7 percent reduction) and a delay annual savings of 25,680 veh-hrs (a 29 percent reduction). The travel times generally decreased for all periods of the day. The maximum decrease in travel time in the AM peak, Off peak, and the PM peak were 17 seconds, 20 seconds, and 14 seconds, respectively. The total cost of the project was $4,767, and the resultant benefit to cost ratio was 69 to 1.

El Paso, Texas Alabama System






PM 1502 12.9 6.78 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1848 15.8 9.02

DAILY OFF 7010 46 33.1 PM 3004 25.8 13.56

TOTAL 11862 87.6 55.68

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $49,820 $262,800 $16,704



El Paso, Texas Alabama System


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Alabama System


Alameda

The El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The signals in this system are controlled by a mixture of pre-timed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center computer system.

The intersections in the Alameda system are coordinated by a three dial hardwired interconnect running 70, 75, and 80 second cycles. The coordination is done in three subgroups with two intersections operating in free mode. The attached map displays the project arterial, cross-streets, and link distances. The arterial is a four-lane, undivided two-way road with a continuous two-way left turns. All of the intersections are semi-actuated and have pedestrian controls. The intersections have between two to eight phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the sub-systems were made for cycle lengths between 60 seconds and 100 seconds. Initially test runs were made including the two free intersections to evaluate the possibility of integrating them with the other intersections to provide progression. However, including the isolated intersections resulted in an increase in cycle length and delays. Hence, it was decided to have the three sub-systems as earlier. While the operation remains as earlier, the use of PASSER II resulted in a lower cycle length for the p.m. peak. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project had an estimated $901,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 8.64 million stops (an 11.5 percent reduction), a total annual fuel savings of 39,870 gallons (a 1.75 percent reduction) and a delay annual savings of 74,052 veh-hrs (a 16.35 percent reduction). While the travel times decreased consistently for the AM and the PM peak periods, the Off peak period exhibited increase in travel times. The maximum decrease in travel time in the AM peak and the PM peak were 32 seconds each. At the same time, the maximum increase in travel time during the Off peak period was 30 seconds. The total cost of the project was $11,176, and the resultant benefit to cost ratio was 80 to 1.

El Paso, Texas Alameda System




AM 21914 20250 154.35 124.04 673.4 662.87 HOURLY OFF 16084 14122 89.86 76.13 496.28 487.99 VALUES PM 23031 20100 151.05 126.59 640 625.53


PM 2931 24.46 14.47

AM 2 2 2 HRS/DAY OFF 10 10 10

PM 2 2 2 AM 3328 60.62 21.06

DAILY OFF 19620 137.3 82.9 PM 5862 48.92 28.94

TOTAL 28810 246.84 132.9

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $121,002 $740,520 $39,870



El Paso, Texas Alameda System

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Copia/Pershing

The City of El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The signals in this system are controlled by a mixture of pretimed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center computer system.

The Copia/Pershing system consists of ten intersections coordinated by the Traffic Management Center. There is a three-dial hardwired back-up operation provided for the semi-actuated controllers. The attached map displays the project arterials, cross streets, and link distances. Both of these arterials are four lane, two-way, undivided roadways without left turn bays at intersections. All intersections in this system have between two and four phases. Five of the ten signals are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The phasing changes were accomplished by making changes in the data base at the Traffic Management Center, as well as reprogramming the field coordinators for back-up time of day operation. Database testing was critical to insure identical time settings for back-up coordination units and the central computer. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER II-87 simulation, the project had an estimated $294,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 3,264,000 stops (a 12.6 percent reduction), a total annual fuel savings of 14,634 gallons (a 2.4 percent reduction), and a delay annual savings of 23,412 veh-hrs (a 12.5 percent reduction). For the Copia system, the maximum increase in travel time was 22 seconds for the PM peak (a 57.9 percent increase), and the maximum reduction in travel time was 40 seconds for the AM peak (a 62.2 percent reduction). For the Pershing system, the maximum increase in travel time was 56 seconds for the off peak period (an 87.8 percent increase), and the maximum reduction in travel time was 21 seconds for the PM peak (a 34.1 percent reduction). The total cost of the project was $6000, and the resultant benefit to cost ratio was 46 to 1.

El Paso, Texas Copia/Pershing


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

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PM 1032 7.47 4.83 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1406 10.2 6.82

DAILY OFF 7410 52.9 32.3 PM 2064 14.94 9.66

TOTAL 10880 78.04 48.78

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $45,696 $234,120 $14,634

PROJECT COST: '$6,372 TOTAL ANNUAL SAVINGS: $294,450


El Paso, Texas Copia/Pershing


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Cotton


The Cotton system consists of eight intersections which are coordinated by the Traffic Management Center. Three-dial hardwired back-up operation is provided for the semiactuated controllers. The attached map displays the project arterial, cross streets, and link distances. Cotton Street is an undivided two way arterial which has two lanes in each direction, but has no left tum bays at intersections. All intersections have between two and three phases. Eight of the nine signals are equipped with pedestrian controls.

In order to evaluate the system's performance, the ''before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The phasing changes were accomplished by making changes in the data base at the Traffic Management Center, as well as reprogramming the field coordinators for backup time of day operation. Database testing was critical to insure identical time settings for back-up coordination units and the central computer. Minor offset and split adjustments were necessary due to pedestrian requirements. In addition, it was recommended that a channelizing concrete island in the north bound direction of Cotton be removed to increase capacity at the intersection of Cotton and Grant.

Based on the PASSER II-87 simulation, the project resulted in an estimated $80,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 5,695,463 stops (a 1.3 percent reduction), a total annual fuel savings of 1,728 gallons (a 0.4 percent reduction), and a delay annual savings of 7,140 veh-hrs (a 3.4 percent reduction). For the Cotton system, the maximum increase in travel time was 19.7 seconds for the off peak period, a 65.6 percent increase. The maximum decrease in travel time was 42.4 seconds for the PM peak, a 56.9 percent reduction. The total cost of the project was $5000 and the resultant benefit to cost ratio was 16 to 1.

El Paso, Texas Cotton




AM 10635 10122 71 62.6 124.58 122.67 HOURLY OFF 8727 8727 44.7 44.7 107 107 VALUES PM 7678 7404 52.9 49.4 105.29 104.32

AM 513 8.4 1.91 DIFFERENCES OFF 0 0 0

PM 274 3.5 0.97 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1026 16.8 3.82

DAILY OFF 0 0 0 PM 548 7 1.94

TOTAL 1574 23.8 5.76

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $6,611 $71,400 $1,728



El Paso, Texas Cotton


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Cotton


Doniphan

The El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having about 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The signals in this system are controlled by a mixture of pre-timed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center computer system.

The Doniphan arterial is an alternate route to Interstate Highway 10. The arterial serves as a point of crossing for access to Interstate Highway 10 and Santa Teresa Port bordering Mexico. Increase in trade between the two countries is expected to change the traffic patterns along the arterial. The coordination of the intersections in the Doniphan system is done by time based coordinators (TBC). While five of the six intersections in the network were coordinated, the remaining intersection was in isolated mode. The attached map displays the project arterial, cross-streets, and link distances. The arterial is a fourlane, undivided, two-way road with left turn bays. All of the intersections are semi-actuated except Mesa, which is fully actuated. All of the intersections have pedestrian controls and have between two and five phases.

In order to evaluate the system performance, the "before" TLS. traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the sub-systems were made for cycle lengths between 60 seconds and 90 seconds. Test runs were made including the two free intersections to evaluate the possibility of integrating them with the other intersections to provide progression. Three new cycle lengths were selected for the new system. Before the implementation of the new timings, the old TBC in the controllers were replaced with identical new TBC. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project had an estimated $420,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 2.75 million stops (an 11.3 percent reduction), a total annual fuel savings of 43,434 gallons (a 5.1 percent reduction) and a delay annual savings of 33,822 veh-hrs (a 22.3 percent reduction). While the travel times decreased consistently for the a.m. and the p.m. periods, the Off peak period exhibited increase in travel times. The travel times generally tended to decrease except on the MesaSunset link. The maximum decrease in travel time of 23 seconds was observed on the Lindberg-Mesa link in the Off peak period while the maximum increase in travel time was observed on the Mesa-Sunset link in the p.m. peak period. The total cost of the project was $4,365, and the resultant benefit to cost ratio was 96 to 1.

El Paso, Texas Doniphan System




AM 5795 5669 38.26 35.7 208.57 196.37 HOURLY OFF 5354 4n1 31.61 24.5 186.83 178.43

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DAILY OFF 5830 71.1 84 PM 3100 36.52 36.38

TOTAL 9182 112.74 144.78

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $38,564 $338,220 $43,434





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Dyer


The Dyer system consists of eight intersections coordinated by the Traffic Management Center computerized system, with three-dial hardwired back-up operation provided for the semi-actuated controllers. The attached map displays the project arterial, cross streets, and link distances. Dyer is described as a two-way four lane undivided roadway with left tum bays at all signalized intersections. All signals included in this system are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" TI.S traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The phasing changes were accomplished by making changes in the data base at the Traffic Management Center as well as reprogramming the field coordinators for backup time of day operation. Database testing was critical to insure identical time settings for the back-up coordinators and the central computer. Minor adjustments to the projected offsets and splits were necessary due to pedestrian requirements and equipment set-up.

Based on the PASSER II-87 simulation, the project resulted in an estimated $1,300,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 7,400,429 stops (a 22.3 percent reduction), a total annual fuel savings of 221,580 gallons (an 18.8 percent reduction), and a delay annual savings of 92,520 veh-hrs (a 36.7 percent reduction). For Dyer, the maximum increase in travel time was 33.8 seconds for the PM peak, a 45.5 percent increase. For the Dyer system, the maximum decrease in travel time was 46.7 seconds for the AM peak, a 41.8 percent reduction. The total cost of the project was $4,000, and the resultant benefit to cost ratio was 287 to 1 .

El Paso, Texas Dyer




AM 4370 3552 26.2 24.2 158.1 141.5 HOURLY OFF 8594 6597 68.2 39.6 305.2 241.2 VALUES PM 7867 6336 52.8 43.6 2n.6 244.9

AM 818 2 16.6 DIFFERENCES OFF 1997 28.6 64

PM 1531 9.2 32.7 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1636 4 33.2

DAILY OFF 19970 286 640 PM 3062 18.4 65.4

TOTAL 24668 308.4 738.6

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $103,606 $925,200 $221,580



El Paso, Texas Dyer


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Dyer


East Montana


The East Montana system consists of six intersections. Coordination for the actuated controllers in this system is provided by time based coordinators. The attached map displays the project arterial, cross streets, and link distances. This section of Montana is described as a six lane two-way major arterial with left tum bays and deceleration lanes at four of the six intersections. Four of the six signals included in this system are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before11 TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The new time settings were implemented by reprogramming the time based coordinators. At this time, it was found that the time based coordinators for two of the intersections in this system were not compatible. As a result, the installation of hardwired interconnect caused some delays in the completion of the project. Minor adjustments to the offsets and splits were required for the signals at the two intersections with newly installed hardwired interconnect.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $680,000 reduction in annual operating cost. This operating cost reduction included a total annual savings of 5,135,428 stops (a 12.3 percent reduction), a total annual fuel savings of 278,838 gallons (a 13.8 percent reduction), and a delay annual savings of 33,690 veh-hrs (a 12.1 percent reduction). For East Montana, the maximum increase in travel time was 16.3 seconds for the PM peak period, a 17.0 percent increase. For the East Montana system, the maximum decrease in travel time was 34.5 seconds for the off peak period, a 29.2 percent reduction. The total cost of the project was $8,000, and the resultant benefit to cost ratio was 88 to 1.

El Paso, Texas East Montana






PM 80 2.1 0.52 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1088 84.4 12.82

DAILY OFF 15870 23.7 915.6 PM 160 4.2 1.04

TOTAL 17118 112.3 929.46

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $71,896 $336,900 $278,838



El Paso, Texas East Montana


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East Montana


Fred Wilson/ Airport

The City of El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The signalized intersections are controlled by a mixture of pretimed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center system.

The Fred Wilson/ Airport system forms a ring around Fort Bliss, Butterfield Trail Industrial Park, and the El Paso International Airport. This system consists of thirteen intersections. The attached map displays the project arterial, cross streets, and link distances. The signalized intersections in this system are controlled by the Traffic Management Center computer and are semi-actuated, with the exception of Wilson at Marshall and Dyer. These two intersections, as well as the diamond interchange were operated as isolated actuated intersections. Four of the thirteen signals included in this system are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. During the Persian Gulf War, the tightened base security at Fort Bliss led to traffic pattern changes, and the movement of troops and equipment led to higher volumes at all the intersections in the system. As a result, the traffic movement data for major intersections affecting the system was re-counted. The necessary phasing changes were accomplished by making changes in the data base at the Traffic Management Center, reprogramming field controllers, and installing and testing communication equipment in existing controller cabinets. Minor adjustments to the projected offsets and splits were necessary due to pedestrian requirements and equipment set-up.

Based on the PASSER 11-87 simulation, the project resulted in an estimated 4.0 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 1,522,500 stops (a 16.0 percent reduction), a total annual fuel savings of 738,144 gallons (a 20.7 percent reduction), and a delay annual savings of 309,078 veh-hrs, (a 29.6 percent reduction). For the Fred Wilson/ Airport system, the maximum increase in travel time was 34 seconds for the off peak period, a 41.3 percent increase. For this system, the maximum decrease in travel time was 73 seconds for the AM peak, a 61.3 percent reduction. The total cost of the project was $55,000, and the resultant benefit to cost ratio was 74 to 1.

El Paso, Texas Fred Wilson/Airport



' BEFORE AFTER BEFORE AFTER BEFORE AFTER

AM 25929 14445 287.92 102.97 1000 618.31 HOURLY OFF 17425 15617 143.33 108.86 671.68 597.19

VALUES PM 45454 40603 737.36 579.53 1586.86 1110.76 AM 11484 184.95 381.69

DIFFERENCES OFF 1808 34.47 74.49 PM 4851 157.83 476.1 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2

AM 22968 369.9 763.38 DAILY OFF 18080 344.7 744.9

PM 9702 315.66 952.2 TOTAL 50750 1030.26 2460.48

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $213,150 $3,090,780 $738,144





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Page E-161

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Gateway North & South


The Gateway North & South system consists of a total of five intersections. The attached map displays the project arterial, cross streets, and link distances. This arterial is described as three lane, one-way, undivided frontage roads with intersecting streets that are mainly four lane undivided roadways with left tum bays. All of the signals included in this system are equipped with pedestrian controls.

In order to evaluate the system's performance, the ''before" TLS traffic conditions were monitored and various field data were collected. The data included traffic. volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The phasing changes were accomplished by making changes in the data base at the Traffic Management Center, as well as reprogramming the field coordinators for backup time of day operation.

Based on the PASSER II-87 simulation, the project resulted in an estimated $110,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual increase of 334, 786 stops (a 2.5 percent increase), a total annual fuel savings of 3,696 gallons (a 0.9 percent reduction), and a delay annual savings of 11,040 veh-hrs (a 14.5 percent reduction). The changes in signal timing for this system, reduced delay and fuel consumption. However, the results of the simulation indicate an increase in the number of stops for all peak hours. For the Gateway North and South system, the maximum increase in travel time was 3 seconds for the PM peak period, a 3.4 percent increase. For the Gateway North and South system, the maximum decrease in travel time was 54 seconds for the off peak period, a 64.9 percent reduction. The total cost of the project was $4,000, and the resultant benefit to cost ratio was 23 to 1.

El Paso, Texas Gateway North & South




AM 3557 3569· 23.2 17.5 108.64 106.49 HOURLY OFF 2793 2901 15.1 13.2 87.26 86.64 VALUES PM 4933 4939 28.4 25.2 141.17 140.26

AM -12 5.7 2.15 DIFFERENCES OFF -108 1.9 0.62

PM -6 3.2 0.91 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM -24 11.4 4.3

DAILY OFF -1080 19 6.2 PM -12 6.4 1.82

TOTAL -1116 36.8 12.32

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($4,687) $110,400 $3,696





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George Dieter


The George Dieter system is classified as a major north-south arterial located in the east side of the city. It is located in an area where new development is rapidly increasing and is likely to add vehicular volumes to the system. The system consists of six semiactuated intersections and is described as a four-lane, two-way, divided arterial with separate left turns provided at all intersections. The heaviest traffic flow occurs in the morning and the evening peaks, although traffic is heavy throughout the day. Coordination in the system is provided by time based coordinators. All of the intersections had pedestrian controls and were using five phases except the intersection at Zaragoza which was using only two phases.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the sub-systems were made for cycle lengths between 60 seconds and 110 seconds. Modifications were made to the phasing sequences at three of the intersections in the system. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER II-87 simulation, the project had an estimated $350,000 increase in annual operating cost. This has occurred due to phasing modifications at three intersections. While the number of stops increased by a total of 4.31 million stops (a 13.6 percent increase), the fuel consumption increased by 13,900 gallons (a 1 percent increase), the delay increased by 27,420 veh-hrs (a 16 percent increase) in an year. While the travel times increased moderately for the a.m. and the Off peaks, there was a significant increase in the travel times in the p.m. peak. The total cost of the project was $4,174 and the resultant benefit to cost ratio was -84 to 1.

El Paso, Texas George Dieter System


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AM 10339 10459 55.2 59.8 422.36 428.56 HOURLY OFF 6357 7372 33.9 38.3 311.62 319.65

VALUES PM 11570 13658 61.5 80.6 548.7 525.51 AM -120 -4.6 -6.2

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PM -4176 -38.2 46.38 TOTAL -14566 -91.4 -46.32

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($61,177) ($274,200) ($13,896)

PROJECT COST: $4,174 TOTAL ANNUAL SAVINGS: ($349,273)

BENIFIT/COST RATIO: -83.68



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Hawkins/Viscount


The Hawkins/Viscount system consists of a total of fourteen intersections. The attached map displays the project arterial, cross streets, and link distances. Hawkins is described as a four lane, undivided, two-way roadway with left turn bays at all intersections. Coordination is provided to the Hawkins system by the Traffic Management Center. Viscount is a four lane, divided, two-way arterial with left tum bays at all intersections. Coordination for the Viscount system is provided by a combination of time based coordinators and fully actuated controllers operating under the Traffic Management Center computerized system. All of the signals included in the Hawkins/Viscount system are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The timing changes were made by coding the revised time settings for the controllers and the database for the signals coordinated by the Traffic Management Center. Minor adjustments to the recommended offsets and splits were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $1,100,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual increase of 4,456, 786 stops (a 5.0 percent increase), a total annual fuel savings of 202,800 gallons (a 10.6 percent reduction), and a delay annual savings of 87,174 veh-hrs (a 12.0 percent reduction). For the Hawkins system, the maximum increase in travel time was 27 seconds, a 33.2 percent increase. For the Hawkins system, the maximum decrease in travel time was 35 seconds, a 54.8 percent reduction. For the Viscount system, the maximum increase in travel time was 18 seconds, a 22.9 percent increase. The maximum decrease in travel time was 36 seconds, a 35.2 percent reduction. The total cost of the project was $8,000, and the resultant benefit to cost ratio was 148 to 1.

El Paso, Texas llawkins:;viscount

Traffic Light Syn.chronization I Page E-169





PM 1739 25.68 63.84 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 2908 29.12 74.42

DAILY OFF 8470 210.1 473.9 PM 3478 51.36 127.68

TOTAL 14856 290.58 676

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $62,395 $871,740 $202,800



El Paso, Texas 1Iawkins/11iscount


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Lee Trevino


The Lee Trevino system is classified as a major north-south arterial located in the east side of the city. While the northern part provides access to Montana Ave. (an alternate route to IH-10), the southern part provides access from commercial areas to IH-10. The system consists of 10 intersections including a diamond interchange and is a six lane, two way, divided arterial with separate left turns provided at all intersections. Traffic congestion occurs during the AM peak and PM peak hours. However, commercial and industrial areas create irregular traffic patterns during off peak hours.

Before the implementation of the changes, six intersections were operating in a coordinated mode. Two intersections were added to the system. Presently all intersections except the diamond interchange are semi-actuated and are coordinated by time based coordinators. The diamond interchange is fully actuated and operates in an isolated mode. The intersections have between three to eight phases. All the intersections except the diamond interchange have pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the sub-systems were made for cycle lengths between 60 seconds and 115 seconds. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER II-87 simulation, the project had an estimated $14,000,000 savings in annual operating cost. The number of stops decreased by a total of 39 million stops (a 35 percent reduction), the fuel consumption decreased by 1.39 million gallons (a 35 percent reduction), and the delay decreased by 1.2 million veh-hrs (a 67 percent reduction) in an year. While travel times increased marginally in a few links, overall there was a significant reduction travel times. The maximum decrease in travel time of 59 seconds was observed on the Pellicano-VDS link in the AM peak. The total cost of the project was $6,841 with a benefit to cost ratio of 2031 to 1.

El Paso, Texas Lee Trevino System




AM 24783 19398 269.02 188.28 . 820.5 677.33 HOURLY OFF 24820 15064 417.99 116.29 901.62 552.32 VALUES PM 35334 23797 607.06 204.23 1226.92 801.75


PM 11537 402.83 425.17 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 1ono 161.48 286.34

DAILY OFF 97560 3017 3493 PM 23074 805.66 850.34

TOTAL 131404 3984.14 4629.68

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $551,897 $11,952,420 $1,388,904





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Mccombs


The Mccombs system is located in the North-East section of the city. It is an alternate North-South collector and carries predominantly residential commuter traffic from Railroad Dr. and US 54. The system consists of six intersections and is described as a four lane, two-way, undivided road with a continuous two-way left tum lane. The heaviest flow occurs during the morning and the evening peaks due to commuter work trips.

All of the intersections in the systems are semi-actuated and are coordinated by a one dial hardwire interconnect. The intersections in the system have between two and three phases. All intersections except Railroad have pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the system were made for cycle lengths between 60 seconds and 85 seconds. Prior to the implementation of the modified timings, the system was physically broken into two sub-systems to avoid paying the telephone company for the communication lines. However, time based coordinators were set such that the motorists perceived the system as a single system. Minor offset and split adjustments were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project had an estimated $125,000 savings in annual operating cost. On an annual basis, the number of stops decreased by a total of 2.5 million stops (a 12.6 percent reduction), the fuel consumption decreased marginally by 8,166 gallons (a 1.3 percent reduction), and the delay decreased by 8,280 vehhrs (a 12.2 percent reduction). Overall there was a significant reduction in travel times. The maximum decrease in travel time in the AM peak, Off peak, and PM peak were, 28 seconds, 25 seconds, and 27 seconds, respectively. The total cost of the project was $3,994 with a benefit to cost ratio of 31 to 1.

El Paso, Texas Mccombs System




AM 7006 6641 25.8 23.2· 185.15 183.7 HOURLY OFF 4006 3450 13.5 12.1 127.22 125.4 VALUES PM 5990 4978 20 15.8 205.03 201.97

AM 365 2.6 1.45 DIFFERENCES OFF 556 1.4 1;82

PM 1012 4.2 3.06 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 730 5.2 2.9

DAILY OFF 5560 14 18.2 PM 2024 8.4 6.12

TOTAL 8314 27.6 27.22

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $34,919 $82,800 $8,166



El Paso, Texas Mccombs System

Traffic Light Synchronization I . Page E-176

' -*--=·=.....--'

El Paso, Texas McCombs System


McRae

The City of El Paso Traffic and Transportation Department worked on the following project. El Paso is the fourth largest city in Texas, having some 98 intersections in the Central Business District and approximately 350 signals in the outlying areas of the city. The intersections are controlled by a mixture of pretimed and actuated controllers. Coordination is provided to 143 intersections by the Traffic Management Center computerized system.

The McRae system consists of seven intersections. The attached map displays the project arterial, cross streets, and link distances. This system is classified as a major arterial. The major street is a four lane, divided, two-way roadway with left tum bays at all intersections. Coordination for one section of this system is provided by time-based coordinators, while the other signals on this system are coordinated by the Traffic Management Center computerized system. All of the signals included in this system are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Three of the intersections in the McRae system were added to the Traffic Management Center computerized system. The new timing plan was implemented through database changes in the central computer system as well as reprogramming the remaining time-based coordinators. Although there were no phase changes for this system, the pavement markings were modified at the Gateway East/West intersection. This modification provided an optional left and through movement for the north and south middle lanes on McRae. This modification will provide additional capacity and allow the use of shorter cycle lengths. Minor adjustments to the recommended offsets and splits were necessary due to pedestrian requirements and equipment set-up.

Based on the PASSER II-87 simulation, the project had an estimated 2.5 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 14,754,571 stops (a 26.5 percent reduction), a total annual fuel savings of 228,054 gallons (a 16.7 percent reduction), and a delay annual savings of 207,606 veh-hrs (a 42.3 percent reduction). For the McRae system, the maximum increase in travel time was 15 seconds for the AM peak period, a 26.7 percent increase. For the McRae system, the maximum decrease in travel time was 51 seconds for the PM peak period, a 35.1 percent reduction. The total cost of the project was $20,000 and the resultant benefit to cost ratio was 126 to 1.

El Paso, Texas McRae


El Paso- McRae





PM 1107 15.58 19.38 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 5678 96.96 75.22

DAILY OFF 41290 563.9 646.2 PM 2214 31.16 38.76

TOTAL 49182 692.02 760.18

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $206,564 $2,076,060 $228,054



El Paso, Texas McRae


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McRae


Mesa/Resler


The Mesa/Resler system consists of twenty intersections. The attached map displays the project arterial, cross streets, and link distances. The Mesa system is classified as a major arterial. Mesa is a six lane, divided, two-way arterial with separate left tum bays at all intersections. Resler is a six lane, two-way, major collector throughout, except at the intersection of Mesa and Resler, where it becomes an eight lane divided two-way road with separate dual left turn bays and exclusive right turn lanes. All of the signals included in this system are equipped with pedestrian controls. Coordination for the traffic actuated controllers is provided by the Traffic Management Center.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The timing changes were accomplished by making changes in the databases in the field and at the Traffic Management Center. Although there were no necessary phasing changes, the striping for the minor streets at two intersections was realigned to provide dual left and mandatory right turns to improve capacity and allow optimal progression for the system. Minor adjustments to the recommended offsets and splits were necessary due to pedestrian requirements and the reduction in speed through a school zone on Mesa.

Based on the PASSER II-87 simulation, the project resulted in an estimated 2.1 million dollar reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 23,516,428 stops (a 14.4 percent reduction), a total annual fuel savings of 794,814 gallons (a 15.4 percent reduction), and a delay annual savings of 105,924 veh-hrs (a 7.7 percent reduction). For the Mesa system, the maximum increase in travel time was 23 seconds (a 37.4 percent increase), and the maximum decrease in travel time was 52 seconds (a 32.4 percent reduction). For the Resler system, the maximum increase in travel time was 61 seconds (a 129.1 percent increase), and the maximum decrease in travel time was 96 seconds (a 71.2 percent reduction). It was recommended that dual left tum bays be constructed at several intersections along Mesa in order to provide additional capacity and allow the use of shorter cycle lengths. The total cost of the project was $33,000 and the resultant benefit to cost ratio was 66 to 1.

El Paso, Texas Mesa/Resler






PM 4020 53.14 384.21 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 718 51.6 208.66

DAILY OFF 69630 195.2 1672.3 PM 8040 106.28 768.42

TOTAL 78388 353.08 2649.38

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $329,230 $1,059,240 $794,814





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North Dyer


The North Dyer system is a north-south arterial and is located in the northeast part of the city. It functions as a major access facility to the Fort Bliss military base, an alternative route to the north-south freeway for commuter traffic from northeast part of the town to the CBD, and as an entrance to El Paso from US 54 highway. The system has 11 intersections and can be described as a six lane, two way, divided roadway with left tum bays at its intersections.

Nine of the eleven intersections in the system are actuated. Gateway South and Gateway North are pretimed. While the intersection at Hondo Pass has eight phases, the remaining intersections have between two and five phases. The system is operating as two sub-systems. The intersection at Hondo Pass is operating as an isolated intersection while the two sub-systems are running at the same cycle length during their respective periods. All intersections have pedestrian controls.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the system were made for cycle lengths between 60 seconds and 120 seconds. In some cases the existing splits were serving the traffic better than PASSER recommendations. In such cases, the splits were not modified and progression was obtained by providing a suitable offset. Major offset and split adjustments were necessary due to acceleration characteristics of heavy vehicles.

Based on the PASSER 11-87 simulation, the project had an estimated $4,000,000 savings in annual operating cost. On an annual basis, the number of stops decreased by a total of 19 million stops (a 19 percent reduction), the fuel consumption decreased by 157,518 gallons (a 6.4 percent reduction), and the delay decreased by 360,120 veh-hrs (a 32.6 percent reduction). The new timings had a positive effect on reducing the travel times. While the travel times increased in some of the links, they decreased in a majority of the links. The total cost of the project was $5,349 with a benefit to cost ratio of 755 to 1.

El Paso, Texas North Dyer System




AM 15308 12212 145 102.2 390.57 365.97 HOURLY OFF 24090 20216 218.2 165.1 584.27 553.72 VALUES PM 37101 26418 600.9 309 734.99 649.81


PM 10683 291.9 85.18 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 6192 85.6 49.2

DAILY OFF. 38740 531 305.5 PM 21366 583.8 170.36

TOTAL 66298 1200.4 525.06

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $278,452 $3,601,200 $157,518





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Piedras/Raynor


The Piedras/Raynor system consists of thirteen intersections. The attached map displays the project arterial, cross streets, and link distances. This system is a combination of two collectors which connect the central area to the northeast part of the city. Piedras is a four lane, undivided, two-way arterial without left turn bays at intersections. Raynor is a one-way, three lane roadway. Ten of the thirteen signals included in this system are equipped with pedestrian controls. Coordination is provided by the Traffic Management Center and three dial hardwired back-up operation is provided for the semi-actuated controllers.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The timing changes were accomplished by making changes in the databases in the field and at the Traffic Management Center. Minor adjustments to the recommended offsets and splits were necessary due to pedestrian requirements.

Based on the PASSER II-87 simulation, the project resulted in an estimated $290,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 2,701,214 stops (a 6.6 percent reduction), a total annual fuel savings of 11,376 gallons (a 2.6 percent reduction), and a delay annual savings of 24,120 veh-hrs (a 10.5 percent reduction). For Piedras, the maximum increase in travel time was 25 seconds, a 105.6 percent increase. For Piedras, the maximum decrease in travel time was 25 seconds, a 63.5 percent reduction. For Raynor, the maximum reduction in travel time was 31 seconds, a 75.2 percent reduction, and the average reduction in travel time was 13 seconds. The total cost of the project was $9,000 and the resultant benefit to cost ratio was 33 to 1.

El Paso, Texas Piedras/Raynor


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


AM 8508 7953 55.2 47.1 99.98 96.16 HOURLY OFF 9563 8969 48.5 43.9 99.15 96.75

VALUES PM 12106 11129 86.1 n 127.78 124.64 AM 555 8.1 3.82

DIFFERENCES OFF 594 4.6 2.4 PM en 9.1 3.14

AM 2 2 2 HRS/DAY OFF 10 10 10

PM 2 2 2

AM 1110 16.2 7.64 DAILY OFF 5940 46 24

PM 1954 18.2 6.28 TOTAL 9004 80.4 37.92

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $37,817 $241,200 $11,376





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Page E-188

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Sunland Park/Shadow Mt.


The Sunland Park/Shadow Mt. system consists of nine intersections. The attached map displays the project arterial, cross streets, and link distances. This system is classified as a major arterial. The major street is a four lane, divided, two-way arterial with left tum bays at all intersections. All of the signals included in this system are equipped with pedestrian controls and have coordination provided by the Traffic Management Center.

In order to evaluate the system's performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The timing changes were accomplished by making changes in the databases in the field and at the Traffic Management Center. Minor adjustments to the recommended offsets and splits were necessary due to pedestrian requirements.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $1,600,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 9,017,428 stops (a 20.4 percent reduction), a total annual fuel savings of 138,486 gallons (an 11.9 percent reduction), and a delay annual savings of 136,776 veh-hrs (a 30.4 percent reduction). For the Sunland Park/Shadow Mt. system, the maximum increase in travel time was 18 seconds, a 63.2 percent increase. For this system, the maximum decrease in travel time was 42 seconds, a 33.6 percent reduction. The total cost of the project was $16,000 and the resultant benefit to cost ratio was 98 to 1.

El Paso, Texas Sunland Park/Shadow Mt.




AM 10304 7375 122.9 65.4 307.14 223.13 HOURLY OFF 9092 7693 68.914 65.6 248.05 223.75 VALUES PM 1no8 12603 282.23 128.32 479.5 454.2


PM 5105 153.91 25.3 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 5858 115 168.02

DAILY OFF 13990 33.14 243 PM 10210 307.82 50.6·

TOTAL 30058 455.96 461.62

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $126,244 $1,367,880 $138,486





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West Montana


The West Montana system is composed of twenty intersections on three major arterials. The attached map displays the project arterial, cross streets, and link distances. The signals on this system are controlled by the Traffic Management Center computerized system, which runs software providing time of day operation. In addition, three dial hardwired backup is provided for the semi-actuated controllers. Sixteen of the twenty intersections are equipped with pedestrian controls.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. The necessary timing changes were accomplished by making changes in the data base at the Traffic Management Center, as well as reprogramming the field coordinators for backup time of day operation. Database testing was critical to insure identical time settings for the back-up coordination units and the Traffic Management Center computer. Major adjustments to the projected offsets and splits were necessary due to the acceleration characteristics of heavy vehicles.

Based on the PASSER 11-87 simulation, the project resulted in an estimated $2,600,000 reduction in annual operating cost, a direct benefit to motorists using these routes. This operating cost reduction included a total annual savings of 25,932,571 stops, (a 15.1 percent reduction), a total annual fuel savings of 110,268 gallons (a 3.4 percent reduction), and a delay annual savings of 211,080 veh-hrs (a 17.6 percent reduction). For Montana Ave., the maximum increase in travel time was 55 seconds (a 56.7 percent increase), and the maximum decrease in travel time was 53 seconds (a 59.4 percent reduction). For Paisano Dr., the maximum increase in travel time was 39 seconds (a 42.6 percent increase), and the maximum decrease in travel time was 65 seconds (a 52.9 percent reduction). For Trowbridge Dr., the maximum increase in travel time was 31 seconds (a 28.2 percent increase), and the maximum decrease in travel time was 55 seconds (a 38.2 percent reduction). The total cost of the project was $17,000, and the resultant benefit to cost ratio was 148 to 1.

El Paso, Texas West Montana



BEFORE AFTER BEFORE AFTER. BEFORE AFTER

AM 35677 31012 245 206.5 697.11 680.63 HOURLY OFF 40173 33488 270 222.5 762.31 734.16 VALUES PM 49556 44425 408.3 332.5 912.63 886.08


PM 5131 75.8 26.55 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM 9330 77 32.96

DAILY OFF 66850 475 281.5 PM 10262 151.6 53.1

TOTAL 86442 703.6 367.56

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $363,056 $2, 110,800 $110,268







Yarbrough


The Yarbrough system is a north-south arterial and is located in the east part of the city. It is used by commuters to access IH-10 and the commercial centers surrounding it. The arterial can be described as a six lane, two-way, divided roadway with left tum bays at its intersections. The arterial changes to a four lane, divided arterial north of the commercial district.

Four of the six intersections in the system are coordinated with time-based coordinators. Intersections at Gateway South and Gateway North are completely actuated. The intersections have between 4 to 6 phases. All intersections have pedestrian controls.

In order to evaluate the system performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. PASSER II runs for the system were made for cycle lengths between 60 seconds and 120 seconds. In some cases the existing splits were serving the traffic better than PASSER recommendations. In such cases, the splits were not modified and progression was obtained by providing a suitable offset. The intersection of Gateway East/West with Yarbrough required a longer cycle length than the rest of the intersections. Hence, it was decided to let these intersections run in an isolated mode. Major offset and split adjustments were necessary due to acceleration characteristics of heavy vehicles.

Based on the PASSER II-87 simulation, the project had an estimated $3,500,000 savings in annual operating cost. On an annual basis, the number of stops decreased by a total of 7.9 million stops (a 14.2 percent reduction), the fuel consumption decreased by 196,074 gallons (a 16.6 percent reduction), and the delay decreased by 319,560 veh-hrs (a 35 percent reduction). The new timings had a positive effect on reducing the travel times in the Off peak period. The travel times in some of the links increased in the AM peak and the PM peak. The maximum increase and decrease in the travel times were observed in the Vista Del Sol - Springwood link and equaled 27 seconds in the AM peak and the PM peak respectively. The total cost of the project was $3,845 with a benefit to cost ratio of 911 to 1.

El Paso, Texas Yarbrough System



BEFORE AFTER BEFORE AFTER BEFORE. AFTER

AM 12314 13031 170.9 .. 135.1 225.3 225.23 HOURLY OFF 12189 10276 173.8 125.8 261.68 223.18 VALUES PM 20333 15894 467.3 210.5 432.48 298.26

AM -717 35.8 0.07 DIFFERENCES OFF 1913 48 38.5

PM 4439 256.8 134.22 AM 2 2 2

HRS/DAY OFF 10 10 10 PM 2 2 2 AM -1434 71.6 0.14

DAILY OFF 19130 480 385 PM 8878 ·513.6 268.44

TOTAL 26574 1065.2 653.58

UNIT VALUES $0.014 $10.00 $1.00

. ANNUAL SAVINGS $111,611 $3,195,600 $196,074



El Paso, Texas Yarbrough System


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28th Street

The City of Fort Worth Department of Public Works and Transportation worked on the following project. A total of eight signalized intersections were included in the 28th Street segment at a spacing that varied between 739 feet and 3724 feet. It serves as a major arterial. The posted speed limit of the study section is 40 mph. Prior to this study, the 28th Street system consisted of one coordinated subsystem and six intersections operating as isolated intersections. The attached figure shows the project network system, cross streets, and link distances.

The signals in this system were controlled by five new NEMA type controllers with time-base capabilities. Other locations had NEMA solid-state actuated controllers, and time-base capable controllers were installed on a temporary basis until communications interface units can be purchased. These controllers were borrowed from spares in the warehouse. The existing signal data was collected from the City of Fort Worth Transportation and Public Works Department.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The daily total traffic was 30,219 vehicles between Warfield and Deen and 16,249 vehicles west of Prospect. Travel time runs were made using timelapse HT-5000 Travel-Log Travel Time and Delay Study System. This computerized system uses the "Floating Car" method to develop parameters such as travel time, distance, average speed, cruise speed, delay time, number of delays, estimated fuel consumption, and estimated pollutant emissions. The travel times obtained from this program and Passer 11-87 were compared and calibrated.

Optimum cycle lengths were determined using PASSER 11-87 for each of the morning, afternoon, and off-peak periods. Most of the signal timing modifications consisted of offset and phasing adjustments to optimize operations under field conditions.

Based on Passer 11-87 simulation, the project resulted in an estimated $850,000 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 8,349,900 stops (a 21.8 percent reduction), a total annual fuel savings of 241,972 gallons (a 36.3 percent reduction), and a delay annual savings of 49,200 veh-hrs (a 22.4 percent reduction). In all cases, the observed travel time was found to be less than the travel time obtained from Passer 11-87. Progression was obtained for the eastbound and westbound traffic along the 28th Street. The total cost of the project was $47,000, and the resultant benefit to cost ratio was 18 to 1.

Fort Worth, Texas 28th Street




AM 12810 9999 93 86.1 232.05 158.04 HOURLY OFF 9328 7595 49.1 37 163.64 104.1 VALUES NOON 11853 8276 69.7 55.5 206.28 123.34

PM 15777 11301 102.4 75.7 261.19 165.5 AM 2811 6.9 74.01

DIFFERENCES OFF 1733 12.1 59.54 NOON 3577 14.2 82.94

PM 4476 26.7 95.69 AM 1 1 1

HRS/DAY OFF 8.5 8.5 8.5 NOON 1 1 1·

PM 1.5 1.5 1.5 AM 2811 6.9 74.01

DAILY OFF 14731 102.85 506.09 TOTALS NOON 3577 14.2 P-2.94

PM 6714 40.05 143.54.-TOTAL 27833 164 806.58

UNIT VALUES $0.014 $10.00 $1.00

-ANNUAL SAVINGS $116,897 $492,000 $241,972



Fort Worth, Texas 28th Street


1.57v 1, 149'

3,724'

Fon Worth, Texas 28th Street


Camp Bowie Boulevard

The City of Fort Worth Department of Public Works and Transportation worked on the following project. A total of six signalized intersections were included in the Camp Bowie Blvd. segment at a spacing that varied between 843 feet and 3139 feet. It serves as a major arterial and the posted speed limit is 35 mph throughout the section. Prior to this study, the Camp Bowie Boulevard system consisted of one coordinated subsystem and three intersections operating as isolated intersections. The attached figure displays the project network system, cross streets, and link distances.

The signals in this system were controlled by four new and two existing NEMA type controllers with time-base capabilities. The signals were controlled by actuated controllers. The existing signal data was collected from the City of Fort Worth Transportation and Public Works Department.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. Travel time runs were made using Timelapse HT-5000 Travel-Log Travel Time and Delay Study System. This computerized system uses the "Floating Car" method to develop parameters such as travel time, distance, average speed, cruise speed, delay time, number of delays, estimated fuel consumption, and estimated pollutant emissions. The travel times obtained from this program and Passer II-87 were compared and calibrated. The total daily traffic was found to be 20,025 vehicles between Thomas and Hillcrest and 18,095 vehicles for the north of Prevost.

Optimum cycle lengths were determined using PASSER II-87 for each of the morning, afternoon, and off-peak periods. Most of the signal timing modifications consisted of offset and phasing adjustments to optimize operations under field conditions.

Based on Passer II-87 simulation, the project resulted in an estimated $217,000 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 1,444,500 stops (a 7 percent reduction), a total annual fuel savings of 162,392 gallons (a 39.87 percent reduction), and a delay annual savings of 3,510 veh-hrs (a 3.2 percent reduction). Progression was achieved for eastbound and westbound traffic. The signal retiming and coordination of intersections along this segment resulted in a cost-effective project. The total cost of the project was $40,000, and the resultant benefit to cost ratio was 5 to 1.

Fort Worth, Texas Camp Bowie Boulevard




AM 6035 5470 30.6 30.3 111.09 68.42 HOURLY OFF 5040 4797 26.8 26.7 101.62 61.5 VALUES NOON 8245 6497 42.2 35.1 154.35 82.25

PM 7825 7534 42.9 40.6 152.38 95.37 AM 565 0.3 42.67

DIFFERENCES OFF 243 0.1 40.12 NOON 1748 7.1 72.1

PM 291 2.3 57.01 AM 1 1 1

HRS/DAY OFF 8.5 8.5 8.5 NOON 1 1 1

PM 1.5 1.5 1.5 AM 565 . 0.3 42.67

DAILY OFF 2066 0.85 341.02 TOTALS NOON 1748 7.1 72.1

PM 437 3.45 85.52 TOTAL 4815 11.7 541.31

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $20,223 $35,100 $162,392



Fort Worth, Texas Camp Bowie Boulevard


a CAMPO

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Fort Worth, Texas

Page E-203

§ CRESTLINE :;) z

Camp Bowie Boulevard


East Lancaster Avenue

The City of Fort Worth Department of Public Works and Transportation worked on the following project. A total of eight signalized intersections were included in the East Lancaster Avenue segment at a spacing that varied between 1230 feet and 3633 feet. It serves as a major arterial and is also part of the State Highway System; designated as US 80. The roadway exists as a six lane, divided facility with a 40 mph posted speed limit throughout the study section. Prior to this study the East Lancaster Avenue system consisted of two coordinated subsystems and four intersections operating as isolated locations. The attached figure displays the project network system, cross streets, and link distances.

The signals in this system were controlled by five new and three existing NEMA type controllers with time-base capabilities. The existing signal data was collected from the City of Fort Worth Transportation and Public Works Department.

In order to evaluate the system performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. The total daily traffic was found to be 20,503 vehicles for the east of Collard St. and 18,887 vehicles for the west of Canton Drive. Travel time runs were made using Timelapse HT-5000 Travel-Log Travel Time and Delay Study System. This computerized system uses the "Floating Car" method to develop parameters such as travel time, distance, average speed, cruise speed, delay time, number of delays, estimated fuel consumption, and estimated pollutant emissions. The travel times obtained from this program and Passer 11-87 were compared and calibrated.

Optimum cycle lengths were determined using PASSER 11-87 for each of the morning, afternoon, and off-peak periods. Most of the signal timing modifications consisted of offset and phasing adjustments to optimize operations under field conditions.

Based on Passer 11-87 simulation, the project resulted in an estimated $155,000 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total annual fuel savings of 14,314 gallons (a 1.2 percent reduction), and a delay annual savings of 15,600 veh-hrs (a 6.3 percent reduction). The number of vehicle stops was increased by 1,033,800 stops per year ( a 2.8 percent increase). Progression was achieved for both eastbound and westbound traffic. The signal retiming and coordination of intersections along this segment resulted in a cost- effective project. The total cost of the project was $48,000, and the resultant benefit to cost ratio was 3 to 1.

Fort Worth, Texas East Lancaster Avenue



BEFORE AFrER BEFORE AFrER BEFORE AFrER

AM 12280 11095 78.5 63 338.34 347.86 HOURLY OFF 8602 9048 51.6 50.4 286.69 287.22 VALUES NOON 13732 11n1 92.2 81.7 427.82 380.21

PM 17196 19063 148.6 138.1 536.43 527.01 AM 1185 15.5 -9.52

DIFFERENCES OFF -446 1.2 -0.53 NOON 1961 10.5 47.61

PM -1867 10.5 9.42 AM 1 1 1

HRS/DAY OFF 8.5 8.5 8.5 NOON 1 1 1

PM 1.5 1.5 1.5 AM 1185 15.5 -9.52

DAILY OFF -3791 10.2 -4.51 TOTALS NOON 1961 10.5 47.61

PM -2801 15.75 14.13 TOTAL -3446 51.95 47.71

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($14,471) $155,850 $14,314



Fort Worth, Texas East Lancaster Avenue


Fort Worth, Texas

COLLARD ST.

2233

2810

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Page E-206

East Lancaster Avenue


North Main Street

The City of Fort Worth Department of Public Works and Transportation worked on the following project. A total of eleven signalized intersections were included in the North Main Street segment at a spacing that varied between 358 feet and 3300 feet. It serves as a major access route to the Central Business District of Fort Worth as well as providing access to adjacent commercial land use and special traffic generators such as the Stockyards area. The North Main Street consisted of two coordinated subsystems and four intersections operating as isolated locations. Subsystem one included the five signalized intersections from 25th street to 20th street. Subsystem 2 consisted of two intersections, 7th Street and 5th Street. The attached figure displays the project network system, cross streets, and link distances.

The signals in this system were controlled by three new and three existing NEMA type controllers with time-base capabilities. Subsystem 1 had solid state hardwire interconnected, pretimed controllers. The existing signal data was collected from the City of Fort Worth Transportation and Public Works Department.

In order to evaluate the system performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, travel times, signal timings and phasing, arterial data, intersection geometrics, travel delays, and an operating cost study. Travel time runs were made using Timelapse HT-5000 Travel-Log Travel Time and Delay Study System. This computerized system uses the "Floating Car" method to develop parameters such as travel time, distance, average speed, cruise speed, delay time, number of delays, estimated fuel consumption, and estimated pollutant emissions. The travel times obtained from this program and Passer 11-87 were compared and calibrated.

Optimum cycle lengths were determined using PASSER 11-87 for each of the morning, afternoon, and off-peak periods. In order to obtain good progression, as many traffic signals were grouped together as possible. Fifth and Seventh Streets were grouped together for all peak periods. Twenty-eighth Street through N orthside Drive were grouped for the AM, Noon, and Off peak periods.

Based on Passer 11-87 simulation, the project resulted in an estimated $799,000 savings per year on total operating cost, a direct benefit to motorists using these routes. This operating cost savings included a total savings of 7,025,700 stops (an 18.9 percent reduction), a total annual fuel savings of 20,734 gallons (a 3.2 percent reduction), and a delay annual savings of 68,010 veh-hrs (a 23.6 percent reduction). In all cases except for the off-peak northbound traffic, the observed travel time was found to be less than the travel time obtained from Passer 11-87. The total cost of the project was $34,000, and the resultant benefit to cost ratio was 23 to 1.

Fort Worth, Teuzs North Main Street

Traffic Light Synchronization 1 Page E-208


-


AM 14894 11588 132.6 102.5 256.05 210.23 HOURLY OFF 8182 6647

\ 54.1 44.4 143.59 144.11

VALUES NOON 11121 10356 98.3 66.4 222.82 201.06 PM 18885 14685 178.7 123.9 293.37 289.4 AM 3306 30.1 45.82

DIFFERENCES OFF 1535 9.7 -0.52 NOON 765 31.9 21.76

PM 4200 54.8 3.97 AM 1 1 1

HRS/DAY OFF 8.5 8.5 8.5 NOON 1 1 1

PM 1.5 1.5 1.5 AM 3306 30.1 45.82

DAILY OFF 13048 82.45 -4.42 TOTALS NOON 765 31.9 21.76

PM 6300 82.2 5.96 TOTAL 23419 226.65 69.11

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $98,358 $679,950 $20,734



Fort Worth, Texas North Main Street


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North Main Street


Alabama

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was West Alabama. West Alabama is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has sixteen cross streets, namely Weslayan, Timmons, Edloe, Buffalo Speedway, Eastside, Kirby, Greenbriar, Shepherd, Woodhead, Dunlavy, Mandell, Yoakum, Montrose, Stanford, Garrott, and Milam/SW Freeway. The attached map displays the project arterial, cross streets, and link distances.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the TLS program. Basic traffic and intersection data (travel times and travel delays at each node), signal phasing, vehicle turning movements, and saturation flow rates were required at each intersection. The vehicle turning movement counts and intersection data were taken by collecting data during actual field studies for eight hours each day during: an AM peak, an AM offpeak, a PM peak, and a PM offpeak. The remaining information was obtained from data files. Implementation of the results on these arterials mostly involved modification of pin setting and offset changes.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $818,941. This operating cost savings included a total annual savings of 7,623,286 stops (a 12.1 percent reduction), a total annual fuel savings of 13,515 gallons (a 1.0 percent reduction), and a total annual delay savings of 69,870 veh-hrs (a 15.8 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $51,843 and the resultant benefit to cost ratio was 16 to 1.

Houston, Texas Alabama




AM 11772 10128 81.7 69.2 281.04 277 HOURLY OFF 14483 12868 80.4 70.9 315.08 311.59 VALUES PM 28184 24390 292.3 231.1 508.66 505.88


PM 3794 61.2 2.78

AM 2 2 2 HRS/DAY OFF 9 9 9

PM 2 2 2

AM 3288 25 8.08 DAILY OFF 14535 85.5 31.41

PM 7588 122.4 5.56 TOTAL 25411 232.9 45.05

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $106,726 $698,700 $13,515





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Bellfort

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Bellfort. Bellfort is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has twelve cross streets, namely the Scott, Cullen, Jutland, M. L. King, Crestmont, Mykawa, Northdale, Nunn, Waltrip, Telephone, Glenlock, and Broadway. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $361,933. This operating cost savings included a total annual savings of 6,080,429 stops (a 10.5 percent reduction), a total annual fuel savings of 13,707 gallons (a 0.7 percent reduction), and a total annual delay savings of 26,310 veh-hrs (a 5.4 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $28,271 and the resultant benefit to cost ratio was 13 to 1.

Houston, Texas Bellfort






PM 2184 4.6 4.56 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 7494 65 19.02

DAILY OFF 8406 13.5 17.55 PM 4368 9.2 9.12

TOTAL 20268 87.7 45.69

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $85,126 $263,100 $13,707







Briar Forest

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Briar Forest. Briar Forest is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has twelve cross streets, namely Dairy Ashford, Ashford Parkway, Kirkwood, Woodland Park, Hayes, Wilcrest, Lakeside Drive, Walnut Bend, the Sam Houston Parkway west service road, the Sam Houston Parkway east service road, Seagler, and Gessner. The attached map displays the project arterial, cross streets, and link distances.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the 1LS program. Basic traffic and intersection data (travel times and travel delays at each node), signal phasing, vehicle turning movements, and saturation flow rates were required at each intersection. The vehicle turning movement counts and intersection data were taken by collecting data during actual field studies for eight hours each day during: an AM peak, an AM offpeak, a PM peak, and a PM offpeak. The remaining information was obtained from data files. Implementation of the results on these arterials mostly involved modification of pin setting and offset changes.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $3,658,419. This operating cost savings included a total annual savings of 20,685,000 stops (a 19.8 percent reduction), a total annual fuel savings of 74,529 gallons (a 3.4 percent reduction), and a total annual delay savings of 329,430 veh-hrs (a 23.5 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $5,824 and the resultant benefit to cost ratio was 628 to 1.

Houston, Texas Briar Forest




AM 40262 38443 739.4 714.8 739.34 732.01 HOURLY OFF 19553 14491 180.1 115.4 463.86 446.03 VALUES PM 46199 36322 788.9 555~6 819.17 782.52


PM san 233.3 36.65 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 3638 49.2 14.66

DAILY OFF 45558 582.3 160.47 PM 19754 466.6 73.3

TOTAL 68950 1098.1 248.43

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $289,590 $3,294,300 $74,529





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Broadway

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Broadway. Broadway is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has seven cross streets, namely Manchester, Lawndale, La.Porte north service road, La.Porte south service road, Old Galveston Road, the South Loop north service road, and the South Loop south service road. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $692,482. This operating cost savings included a total annual savings of 3,924,286 stops (a 13.4 percent reduction), a total annual fuel savings of 15,942 gallons (a 3.6 percent reduction), and a total annual delay savings of 62,160 veh-hrs (a 22.0 percent reduction). It is believed that the model results are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $27,624 and the resultant benefit to cost ratio was 25 to 1.

Houston, Texas Broadway






PM 2009 38.1 7.53


PM 2 2 2

AM 3636 93.2 17.74 DAILY OFF 5427 37.8 20.34

PM 4018 76.2 15.06 TOTAL 13081 207.2 53.14

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $54,940 $621,600 $15,942







Cavalcade

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Cavalcade. Cavalcade is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at all of the intersections studied. The section of the arterial studied has thirteen cross streets, namely Main/Studewood, Airline, the North Freeway west service road, the North Freeway east service road, Fulton, Irvington, Hardy, Elysian, Jensen, the Eastex Freeway west service road, the Eastex Freeway east service road, Hirsch, and Lockwood. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $360,149. This operating cost savings included a total annual savings of 11,529,571 stops (a 22.4 percent reduction), a total annual fuel savings of 24,435 gallons (a 1.8 percent reduction), and a total annual delay savings of 17,430 veh-hrs (a 5.4 percent reduction). Visual observation indicates improved traffic flow and decreased congestion on the main arterials. The total cost of the project was $22,949 and the resultant benefit to cost ratio was 16 to 1.

Houston, Texas Cavalcade




AM 13029 9485 95.9 78~9 329.09 319.58 HOURLY OFF 12604 9910 74 72.9 330.27 325.02 VALUES PM 15867 12318 107.5 100.4 419.09 411.5


PM 3549 7.1 7.59 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 7088 34 19.02

DAILY OFF 24246 9.9 47.25 PM 7098 14.2 15.18

TOTAL 38432 58.1 81.45

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $161,414 $174,300 $24,435



Houston, Texas Cavalcade


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Houston, Texas Cavaica.de


Cullen

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Cullen. Cullen is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. 'fhe section of the arterial studied has nine cross streets, namely McKinney, Polk, Leeland, the Gulf Freeway north service road, the Gulf Freeway south service road, Elgin, Holman, U. of H. #14, and Wheeler. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $171,928. This operating cost savings included a total annual savings of 830,429 stops (a 7.5 percent reduction), a total annual fuel savings of 9,702 gallons (a 3.2 percent reduction), and a total annual delay savings of 15,060 veh-hrs (a 18.3 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $24,678 and the resultant benefit to cost ratio was 7 to 1.

Houston, Texas Cullen




AM 3782 3136 32 21.8 94.42 88.23 . HOURLY OFF 2373 2249 15.5 13.5 67.05 65.43

VALUES PM 4047 3867 35.7 29.8 108.35 105.66 AM 646 10.2 6.19

DIFFERENCES OFF 124 2 1.62 PM 180 5.9 2.69 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 1292 20.4 12.38

DAILY OFF 1116 18 14.58 PM 360 11.8 5.38

TOTAL 2768 50.2 32.34

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $11,626 $150,600 $9,702





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East Bissonnet

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was East Bissonnet. East Bissonnet is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has eleven cross streets, namely Weslayan, Auden, Edloe, Buffalo Speedway, Wakeforest, Kirby, Greenbriar, Shepherd, Mandell, Montrose, and Main. The attached map displays the project arterial, cross streets, and link distances.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the TLS program. Basic traffic and intersection data (travel times and travel delays at each node), signal phasing, vehicle turning movements, and saturation flow rates were required at each intersection. The vehicle turning movement counts and intersection data were taken by collecting data during actual field studies for eight hours each day during: an AM peak, an AM offpeak, a PM peak, and a PM offpeak. The remaining information was obtained from data files. New controllers were placed at Auden, Wakeforest, Greenbriar, Shepherd, Mandell, and Montrose. Implementation of the results on these arterials mostly involved modification of pin setting and offset changes.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $6,309,205. This operating cost savings included a total annual savings of 27,723,929 stops (a 30.9 percent reduction), a total annual fuel savings of 109,170 gallons (a 6.9 percent reduction), and a total annual delay savings of 581,190 veh-hrs (a 53.7 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $40,511 and the resultant benefit to cost ratio was 156 to 1.

Houston, Texas East Bissonnet




AM 32138 19825 538.8 173.7 496.14 438.75 HOURLY OFF 18672 13079 173.6 94.7 347.99 328.19 VALUES PM 33211 24486 482.5 234 560.61 525.15


PM 8725 248.5 35.46


PM 2 2 2 AM 24626 730.2 114.78

DAILY OFF 50337 710.1 178.2 PM 17450 497 70.92

TOTAL 92413 1937.3 363.9

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $388,135 $5,811,900 $109,170





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East Elgin

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was East Elgin. East Elgin is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has six cross streets, namely Dowling, Live Oak, Ennis, Cullen, U. of H. #4, and Calhoun/Dumble. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $667,776. This operating cost savings included a total annual savings of 7,192,500 stops (a 20.5 percent reduction), a total annual fuel savings of 23,181 gallons (a 5.7 percent reduction), and a total annual delay savings of 54,390 veh-hrs (a 28.3 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total project cost was $16,184 and the resultant benefit to cost ratio was 41 to 1.

Houston, Texas East Elgin




AM 9299 7076 79.4 55.8 174.63 164.2 HOURLY OFF 8788 7145 36.6 28.3 70.33 66.62 VALUES PM 9700 7329 76.2 46.5 188.55 1n.04


PM 2371 29.7 11.51 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 4446 47.2 20.86

DAILY OFF 14787 74.7 33.39 PM 4742 59.4 23.02

TOTAL 23975 181.3 n.21

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $100,695 $543,900 $23,181

PROJECT COST: $16,184 TOTAL ANNUAL SAVINGS: $667,n6


Houston, Texas East Elgin


El Dorado

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was El Dorado. El Dorado is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at all of the intersections studied. The section of the arterial studied has four cross streets, namely Space Center, Torry Pines, Diana, and El Camino Real. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas El Dorado


Houston, Texas

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PM 1351 29 11.38 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 6730 94 51.08

DAILY OFF 6687 5.4 16.2 PM 2702 58 22.76

TOTAL 16119 157.4 90.04

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $67,700 $472,200 $27,012







Gessner

The City of Houston Traffic and Transportation Division of the Public Worlcs Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Gessner. Gessner is a two-way northbound/southbound arterial with six through lanes and exclusive left-tum lanes at each intersection. The section of the arterial studied has six cross streets, namely the Katy Freeway north service road, the Katy Freeway south service road, Barryknoll, Kingside, Memorial City Entrance, and Mervyn's entrance. The attached map displays the project arterials, cross streets, and link distances.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the TLS program. Basic traffic and intersection data (travel times and travel delays at each node), signal phasing, vehicle turning movements counts and intersection data were taken by collecting data during actual field studies for eight hours each day during: an AM peak, an AM offpeak, a PM peak, and a PM offpeak. The remaining information was obtained from data files. Implementation of the results on these arterials involved installation of a new closed loop system on Gessner between Katy Freeway NSR and Barryknoll, new controllers at Kingsride, Memorial City Entrance, and Barryknoll, and modification of pin settings and offset changes at the remaining controllers.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $889,811. This operating cost savings included a total annual savings of 8,321,071 stops (a 14 percent reduction), a total annual fuel savings of 35,556 gallons (a 7.6 percent reduction), and a delay annual savings of 73,776 veh-hrs (an 13.7 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $12, 796 and the resultant benefit to cost ratio was 70 to 1.

Houston, Texas Gessner





AM 3867 46.2 14.06 DIFFERENCES OFF 1743 15.88 9

PM 2158 5.3 4.7


PM 2 2 2 AM 7734 92.4 28.12

DAILY OFF 15687 142.92 81 PM 4316 10.6 9.4

TOTAL 27737 245.92 118.52

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $116,495 $737,760 $35,556 .





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Griggs, Long, & Park Place

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Griggs/Long Drive. Griggs/Long Drive is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has eleven cross streets, namely Scott, England/O.S.T. north service road, Cullen, Calhoun, M. L. King, Mykawa (Long), the South Loop north service road, the South Loop south service road, Wayside, Chaffin, and Telephone. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas Griggs, Long, & Park Place




AM 14429 10123 135 87.8 354.53 350.3 HOURLY OFF 8508 7395 59 51.3 262.83 259.06 VALUES PM 18889 15711 187.8 146.6 480.59 469.66

AM 4306 47.2 4.23 DIFFERENCES OFF 1113 7.7 3.n

PM 3178 41.2 10.93 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 8612 94.4 8.46

DAILY OFF 10017 69.3 33.93 PM 6356 82.4 21.86

TOTAL 24985 246.1 64.25

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $104,937 $738,300 $19,275



Houston, Texas Griggs, Long, & Park Place


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Harrisburg

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Harrisburg. Harrisburg is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has eleven cross streets, namely Milby, Eastwood, Lockwood, Dumble/ Adams, 67th Street, Wayside, Sgt. Macario Garcia, Forest Hill, 75th Street, 78th Street, and Navigation. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER Il-87 simulation, the project had an estimated total annual cost savings of $951,065. This operating cost savings included a total annual savings of 6,110,714 stops (a 17.6 percent reduction), a total annual fuel savings of 14,415 gallons (a 1.3 percent reduction), and a total annual delay savings of 85,110 veh-hrs (a 29.8 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $15,574 and the resultant benefit to cost ratio was 61 to 1.

Houston, Texas Harrisburg




AM 9230 7017 58.7 57 296.05 292.69 HOURLY OFF 7507 6566 66.4 4Q.9 264.8 262.09 VALUES PM 14892 11155 119.4 94 421.47 413


PM 3737 25.4 8.47 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 4426 3.4 6.72

DAILY OFF 8469 229.5 24.39 PM 7474 50.8 16.94

TOTAL 20369 283.7 48.05

UNIT°vALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $85,550 $851,100 $14,415





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Little York

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one traffic thoroughfares in Houston, one of which was Little York. Little York is a four lane, two-way, eastbound/westbound arterial with exclusive left-tum lanes at some of the intersections. The section of the arterial studied has six cross streets, namely Deep Forest, Antoine, T.C. Jester, Carver, W. Montgomery, and DePriest and an intersecting driveway from Drew Jr. High. The attached map displays the project arterials, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $4,013,876. This operating cost savings included a total annual savings of 15,772,214 stops (a 27 percent reduction), a total annual fuel savings of 64,065 gallons (a 4.7 percent reduction), and a delay annual savings of 372,900 veh-hrs (a 36.6 percent reduction). The travel time decreased 3 minutes during the Off period. The total cost of the project was $20,709 and the resultant benefit to cost ratio was 194 to 1.

Houston, Texas Little York




AM 17940 12430 268.3 140 394.1 386.63 HOURLY OFF 8910 7434 66.1 56,9 273.62 268.15 VALUES PM 39365 25230 1131 679.2 630.67 555.98


PM 14135 451.8 74.69


PM 2 2 2

AM 11020 256.6 14.94 DAILY OFF 13284 82.8 49.23

PM 28270 903.6 149.38 TOTAL 52574 1243 213.55

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $220,811 $3,729,000 $64,065



Houston, Texas Little York


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Long Point

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was· Long Point. Long Point is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has fourteen cross streets, namely Gessner, Witte, Bunker Hill, Blalock, West Campbell, East Campbell, Hollister, Bingle, Pech, Hugh Oaks, Wirt, Antoine, Silber, and Hempstead. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $1,828,891. This operating cost savings included a total annual savings of 18,428,429 stops (a 19.6 percent reduction), a total annual fuel savings of 48,093 gallons (a 2.2 percent reduction), and a total annual delay savings of 152,280 veh-hrs (a 26.2 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $8,436 and the resultant benefit to cost ratio was 217 to 1.

Houston, Texas Long Point




AM 22248 11746 175.5 127.7 536.76 523.34 HOURLY OFF 22353 192n 112.1 91.7 539.98 529.67 VALUES PM 33932 27562 290.4 176.2 758.52 738.18


PM 6370 114.2 20.34 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 21004 95.6 26.84

DAILY OFF 27684 183.6 92.79 PM 12740 228.4 40.68

TOTAL 61428 507.6 160.31

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $257,998 $1,522,800 $48,093





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M. L. King/Calhoun

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was M. L. King/ Calhoun. M. L. King/ Calhoun is a two-way northbound/southbound arterial with six through lanes and exclusive left-turn lanes at most of the intersections studied. The section of the arterial studied has thirteen cross streets, namely Elgin, U of H Entrance #1, Wheeler, O.S.T., Griggs, Perry, Yellowstone, the South Loop north service road, the South Loop south service road, Crestridge, Bellfort, Reed, and Van Fleet. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $2,053,738. This operating cost savings included a total annual savings of 12,075,929 stops (a 25.7 percent reduction), a total annual fuel savings of 51,975 gallons (a 3.5 percent reduction), and a total annual delay savings of 183,270 veh-hrs (a 40.1 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $56,486 and the resultant benefit to cost ratio was 35 to 1.

Houston, Texas M.L.K./Calhoun




AM 10654 8245 80.5 74.5 354.82 349.3 HOURLY OFF 9219 8032 60 56.9 340.99 338.22 VALUES PM 26070 13694 411.5 126 619.8 551.16

AM 2409 6 5.52 DIFFERENCES OFF 1187 3.1 2.n

PM 12376 285.5 68.64 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 4818 12 11.04

DAILY OFF 10683 27.9 24.93 PM 24752 571 137.28

TOTAL 40253 610.9 173.25

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $169,063 $1,832,700 $51,975



Houston, Texas M.L.K./Calhoun


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North Braeswood

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was North Braeswood. North Braeswood is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied bas six cross streets, namely South Braeswood, Hillcroft, Chimney Rock, Rice, the West Loop west service road, and the West Loop east service road. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $3,199,860. This operating cost savings included a total annual savings of 7,507,500 stops (a 12.8 percent reduction), a total annual fuel savings of 95,655 gallons (a 6.1 percent reduction), and a total annual delay savings of 299,910 veh-hrs (a 26.3 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $21,930 and the resultant benefit to cost ratio was 146 to 1.

Houston, Texas North Braeswood

Traffic Light Synchroniwion I Page E-256





PM 2578 78.6 22.91


PM 2 2 2

AM 7314 289 72.96 DAILY OFF 12555 553.5 200.07

PM 5156 157.2 45.82 TOTAL 25025 999.7 318.85

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $105,105 $2,999,100 $95,655



Houston, Texas North BraeswOOd


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North Durham

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was North Durham. North Durham is a one-way southbound arterial with four through lanes. The section of the arterial studied has seven cross streets, namely the North Loop north service road, the North Loop south service road, 24th street, 20th street, 19th street, 14th street, and 11th street. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $176,381. This operating cost savings included a total annual savings of 1,091,071 stops (a 2.8 percent reduction), a total annual fuel savings of 5,106 gallons (a 0.8 percent reduction), and a total annual delay savings of 15,600 veh-hrs (a 13.9 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $14,686 and the resultant benefit to cost ratio was 12 to 1.

Houston, Texas North Durham



BEFORE AFTER BEFORE AFTER BEFORE AFTER,

AM 13356 12859 45.1 32 213.34 210.07 HOURLY OFF 8922 8781 19.1 17.7 155.54 154.94

VALUES PM 12669 11982 57.5 50.9 204.11 201.57 AM 497 13.1 3.27

DIFFERENCES OFF 141 1.4 0.6 PM 687 6.6 2.54 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 994 26.2 6.54

DAILY OFF 1269 12.6 5.4 PM 1374 13.2 5.08

TOTAL 3637 52 17.02

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $15,275 $156,000 $5,106



Houston, Texas North Durham

Traffic Light Synchronization I Page E-2(i()

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North Jensen

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Jensen. Jensen is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has eight cross streets, namely the Eastex Freeway east service road, the Eastex Freeway west service road, Parker, Tidwell, Laura Koppe, Berry, Crosstimbers, and Bennington. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas North Jensen






PM 2506 9.7 10.51 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 3280 46.2 17.46

DAILY OFF 21609 287.1 109.62 PM 5012 19.4 2.1.02

TOTAL 29901 352.7 148.1

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $125,584 $1,058,100 $44,430





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North Shepherd

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was North Shepherd. North Shepherd is a one-way northbound/southbound arterial with four through lanes. The section of the arterial studied has seven cross streets, namely the North Loop north service road, the North Loop south service road, 24th street, 20th street, 19th street, 14th street, and 11th street. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas Nonh Shepherd




AM 9822 7970 65 26.2 145.16 131.35 HOURLY OFF 8320 6993 58.6 46.2 160.86 155.63 VALUES PM 25231 17828 269.8 56.4 300.67 258.11


PM 7403 213.4 42.56 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 3704 n.6 27.62

DAILY OFF 11943 111.6 47.07 PM 14806 426.8 85.12

TOTAL 30453 616 159.81

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $127,903 $1,848,000 $47,943



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Traffic Light SynchronizaJion I Page E-267

Quitman

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Quitman. Quitman is a two-way eastbound/westbound arterial with four through lanes and an exclusive left-tum lane at one of the intersections studied. The section of the arterial studied has nine cross streets, namely the North Freeway east service road, Main, Fulton, Cochran, Hardy, Elysian, Jensen, the Eastex Freeway west service road, and the Eastex Freeway east service road. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas Quitman




AM 4359 3855 23.5 20.7 89 87.34 HOURLY OFF 3978 3681 16.5 15.6 82.03 81.27

VALUES PM 5353 4825 28.4 25.3 106.16 104.55 AM 504 2.8 1.66

DIFFERENCES OFF 297 0.9 0.76 PM 528 3.1 1.61


PM 2 2 2

AM 1008 5.6 3.32 DAILY OFF 2673 8.1 6.84

PM 1056 6.2 3.22 TOTAL 4737 19.9 13.38

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $19,895 $59,700 $4,014

PROJECT COST: $5,8n TOTAL ANNUAL SAVINGS: $83,609


Houston, Texas Quitman


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Sgt. Macario Garcia

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one traffic thoroughfares in Houston, one of which was Sgt. Macario Garcia. Sgt. Macario Garcia is a one-way northbound arterial with three through lanes and one exclusive left-tum lane at all of the intersections. The section of the arterial studied has six cross streets, namely J. W. Peavy, Navigation, Canal, Harrisburg, Capitol, and Polk. The attached map displays the project arterials, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $146,876. This operating cost included a total annual savings of 1,559,071 stops, (a 9.2 percent reduction), a total annual fuel savings of 10,449 gallons (a 2.5 percent reduction), and a delay annual savings of 11,460 veh-hrs (a 10.2 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $9,189 and the resultant benefit to cost ratio was 16 to 1.

Houston, Texas Sgt. Macario Garcia




AM 3633 3425 25.5 22.5 99.76 97 HOURLY OFF 42n 3834 28 25 101.63 99 VALUES PM 5414 5017 35.5 32.9 132.94 130.12

AM 208 3 2.76 DIFFERENCES OFF 443 3 2.63

PM 397 2.6 2.82


PM 2 2 2 AM 416 6 5.52

DAILY OFF 3987 27 23.67 PM 794 5.2 . 5.64

TOTAL 5197 38.2 34.83

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $21,827 $114,600 $10,449



Houston, Texas Sgt. Macario Garcia


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South Braeswood

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was South Braeswood. South Braeswood is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has ten cross streets, namely Bissonnet, South Gessner, Braesridge, Fondren, North Braeswood, Hillcroft, Chimney Rock, Rice, the West Loop west service road, and the West Loop east service road. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project bad an estimated total annual cost savings of $17,124,761. This operating cost savings included a total annual savings of 56,936,714 stops (a 34.4 percent reduction), a total annual fuel savings of 239,547 gallons (a 7.1 percent reduction), and a total annual delay savings of 1,608,810 veh-hrs (a 59.4 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $7,985 and the resultant benefit to cost to ratio was 2145 to 1.

Houston, Texas South Braeswood


STOPS TOTAL SYSTEM FUEL (gals) DEi.A Y (veh-hrs)


AM 34071 27164 394 260.9 806.91 782.7 HOURLY OFF 43381 27164 733.4 260.9 853.03 782.7 VALUES PM 46794 31783 823.4 401.4 979.63 921.08


PM 15011 422 58.55


PM 2 2 2

AM 13814 266.2 48.42 DAILY OFF 145953 4252.5 632.97

PM 30022 844 117.1 TOTAL 189789 5362.7 798.49

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $797,114 $16,088,100 $239,547



Houston, Texas South Braeswood


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South Durham

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was South Durham. South Durham is a four lane, one-way, southbound arterial. The section of the arterial studied has four cross streets, namely the Katy Freeway north service road, the Katy Freeway south service road, Washington, and Feagan. The attached map displays the project arterials, cross streets, and link distances.

"Before" and "after" conditions of the study were monitored in order to evaluate the system's performance of the 1LS program. Basic traffic and intersection data (travel times and travel delays at each node), signal phasing, vehicle turning movements counts and intersection data were taken by collecting data during actual field studies for eight hours each day during: an A.\1 peak, an AM offpeak, a PM peak, and a PM offpeak. The remaining information was obtained from data files. Implementation of the results on these arterials mostly involved modification of pin settings and offset changes.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $4,766,844. This operating cost savings included a total annual savings of 9,597,000 stops (a 29.5 percent reduction), a total annual fuel savings of 130,086 gallons (a 22.7 percent reduction), and a delay annual savings of 450,240 veh-hrs (an 86.S percent reduction). The travel time decreased five seconds during the AM period and visual observation indicates improved traffic flow and reduced congestion. It is believed that the model results and visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $6, 127 and the resultant benefit to cost ratio was 778 to 1.

Houston, Texas South Durham





AM 15995 750.4 216.81 DIFFERENCES OFF 0 0 0

PM 0 0 0 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 31990 1500.8 433.62

DAILY OFF 0 0 0 PM 0 0 0

TOTAL 31990 1500.8 433.62

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $134,358 $4,502,400 $130,086


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South Shepherd

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one traffic thoroughfares in Houston, one of which was South Shepherd. South Shepherd is a one-way four-lane northbound arterial. The section of the arterial studied bas five cross streets, namely the Katy Freeway north service road, the Katy Freeway south service road, Center, Washington, and Feagan. The attached map displays the project arterials, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project bad an estimated total annual cost savings of $1,188,367. This operating cost savings included a total annual savings of 3,450,929 stops (a 10.3 percent reduction), a total annual fuel savings of 35,454 gallons (a 8.4 percent reduction), and a delay annual savings of 110,460 veb-brs (a 51.5 percent reduction). The travel time decreased 4.5 minutes during the Off peak. The total cost of the project was $7,657 and the resultant benefit to cost ratio was 155 to 1.

Houston, Texas South Shepherd






PM 2307 89.2 22.96 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 40 0.8 0.44

DAILY OFF 6849 189 71.82 PM 4614 178.4 45.92

TOTAL 11503 368.2 118.18

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $48,313 $1,104,600 $35,454





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Stella Link

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Stella Link. Stella Link is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at all of the intersections studied. The section of the arterial studied has seven cross streets, namely North Braeswood, South Braeswood, Latma, the South Loop north service road, the South Loop south service road, Bellfort, and Willowbend. The attached map displays the project arterial, cross streets, and link distances.



Houston, Texas Stella Link






PM 5129 85.4 23.36 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 1950 16.8 6.28

DAILY OFF 17973 81 54.72 PM 10258 170.8 46.72

TOTAL 30181 268.6 107.72

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $126,760 $805,800 $32,316



Houston, Texas Stella Link


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Telephone

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Telephone. Telephone is a two-way northbound/southbound arterial with four through lanes and exclusive left-tum lanes at all of the intersections studied. The section of the arterial studied has six cross streets, namely the South Loop north service road, the South Loop south service road, Woodridge, Fairway, Park Place/Long, and Dixie. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $515,741. This operating cost savings included a total annual savings of 5,252,714 stops (a 18.6 percent reduction), a total annual fuel savings of 19,803 gallons (a 4.3 percent reduction), and a total annual delay savings of 42,240 veh-hrs (a 19.7 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $9,427 and the benefit to cost ratio was 55 to 1.

Houston, Texas Telephone




AM 7064 5468 52.3 40.8 121.88 115.98 HOURLY OFF 6305 5238 43.5 36.7 109 105.05 VALUES PM 11665 9308 109.4 81.1 179.74 170.41


PM 2357 28.3 9.33 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 3192 23 11.8

DAILY OFF 9603 61.2 35.55 PM 4714 56.6 18.66

TOTAL 17509 140.8 66.01

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $73,538 $422,400 $19,803



Houston, Texas Telephone


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Waugh

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one traffic thoroughfares in Houston, one of which was Waugh. Waugh is a two lane, one-way northbound arterial which turns into a two-way northbound/southbound arterial with six through lanes and exclusive left-tum lanes at most of the intersections. The section of the arterial studied has six cross streets, namely Allen Parkway, D'Amico, Dallas, W. Gray, Welch, and Fairview. The attached map displays the project arterials, cross streets, and link distances.


Based on the PASSER 11-87 simulation, the project had an estimated total annual cost savings of $1,902,515. This operating cost savings included a total annual savings of 8,516,715 stops (a 28.9 percent reduction), a total annual fuel savings of 76,281 gallons (a 16.7 percent reduction), and a delay annual savings of 170,070 veh-hrs (a-· 61 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $9,189 and the resultant benefit to cost ratio was 207 to 1.

Houston, Texas Waugh


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



AM 1844 38.6 17 DIFFERENCES OFF 2163 39.8 19.31

PM 2617 66.8 23.24 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 3688 n.2 34

DAILY OFF 19467 358.2 173.79 PM 5234 133.6 46.48

TOTAL 28389 569 254.27

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $119,234 $1,707,000 $76,281



Houston, Texas Waugh


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Wayside

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one traffic thoroughfares in Houston, one of which was Wayside. Wayside is a four lane, one-way southbound arterial which turns into a two-way four-lane northbound/southbound arterial with exclusive left-tum lanes at all intersections. The section of the arterial studied has six cross streets, namely Navigation, Canal, Harrisburg, Capitol, Polk, and Jamail. The attached map displays the project arterials, cross streets, and link distances.


Based on the PASSER Il-87 simulation, the project had an estimated total annual cost savings of $128, 152. This operating cost savings included a total annual savings of 1,679,428 stops (a 7.4 percent reduction), a total annual fuel savings of 4,440 gallons (a 0.8 percent reduction), and a delay annual savings of 10,020 veh-hrs (a 6.7 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total cost of the project was $7,657 and the resultant benefit to cost ratio was 17 to 1.

Houston, Texas Wayside






PM 244 1.6 0.52 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 1438 3.2 3.5

DAILY OFF 3672 27 10.26 PM 488 3.2 1.04

TOTAL 5598 33.4 14.8

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $23,512 $100,200 $4,440





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West Bissonnet

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was West Bissonnet. West Bissonnet is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at all of the intersections studied. The section of the arterial studied has six cross streets, namely Wilcrest, Boone, Leawood, Kirkwood, Cook, and Dairy Ashford. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $3,064,222. This operating cost savings included a total annual savings of 11,220,286 stops (a 19.4 percent reduction), a total annual fuel savings of 99,738 gallons (a 7.6 percent reduction), and a total annual delay savings of 280,740 veh-hrs (a 38.8 percent reduction). It is believed that the model results and the visual observations of improved traffic flow and reduced congestion are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $10,528 and the resultant benefit to cost ratio was 291 to 1.

Houston, Texas West Bissonnet




AM 20174 13176 407.4 157.7 379.49 319.02 HOURLY OFF 12484 10671 104.6 n.8 303.24 294.66 VALUES PM 20010 16466 327.7 230.1 450.17 383.02


PM 3544 97.6 67.15 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 13996 499.4 120.94

DAILY OFF 16317 241.2 n.22 PM 7088 195.2 134.3

TOTAL 37401 935.8 332.46

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $157,084 $2,807,400 $99,738





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West Elgin

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was West Elgin. West Elgin is a two-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has sixteen cross streets, namely Bagby, Brazos, Smith, Louisiana, Milam, Travis, Main, Fannin, San Jacinto, Caroline, Austin, La Branch, Crawford, Chenevert, Hamilton, and Chartres. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $312,952. This operating cost savings included a total annual savings of 2,847,286 stops (a 8.4 percent reduction), a total annual fuel savings of 9,990 gallons (a 2.8 percent reduction), and a total annual delay savings of 26,310 veh-hrs (a 14.3 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. The total project cost was $19,213 and the resultant benefit to cost ratio was 16 to 1.

Houston, Texas West Elgin




AM 9299 7076 79.4 55.8 174.63 164.2 HOURLY OFF 7623 7226 30.9 28:6 67.72 66.78 VALUES PM 12745 12009 88.7 78.8 118.51 116.52


PM 736 9.9 1.99 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 4446 47.2 20.86

DAILY OFF 3573 20.7 8.46 PM 1472 19.8 3.98

TOTAL 9491 87.7 33.3

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $39,862 $263,100 $9,990





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Westheimer

The City of Houston Traffic and Transportation Division of the Public Works Department worked on improving traffic signal timing on thirty-one thoroughfares in Houston, one of which was Westheimer. Westheimer is a one-way eastbound/westbound arterial with four through lanes and exclusive left-tum lanes at most of the intersections studied. The section of the arterial studied has fifteen cross streets, namely Kettering, Mid Lane, Drexel, Weslayan, Buffalo Speedway, River Oaks, Kirby, Shepherd, Woodhead, Dunlavy, Mandell, Commonwealth, Yoakum, Montrose, and Taft. The attached map displays the project arterial, cross streets, and link distances.


Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $1,955,297. This operating cost savings included a total annual savings of 13,640,071 stops (a 18.0 percent reduction), a total annual fuel savings of 32,136 gallons (a 1.9 percent reduction), and a total annual delay savings of 173,220 veh-hrs (a 25.1 percent reduction). Visual observation indicates improved traffic flow and reduced congestion on the main arterials. It is believed that the model results and the visual observations are better indicators of the resulting improvements than are the limited travel time samples. The total cost of the project was $31, 739 and the resultant benefit to cost ratio was 62 to 1.

Houston, Texas Westheimer


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


AM 19966 15316 174.6 105.8 430.65 415.07 HOURLY OFF 15431 12650 105.2 82 388.98 381.26 VALUES PM 36981 31412 504.4 388.9 678.15 674.91


PM 5569 115.5 3.24 AM 2 2 2

HRS/DAY OFF 9 9 9 PM 2 2 2 AM 9300 137.6 31.16

DAILY OFF 25029 208.8 69.48 PM 11138 231 6.48.

TOTAL 45467 577.4 107.12

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $190,961 $1,732,200 $32,136





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Blanco Road

The City of San Antonio Public Works Department worked on the following project. The signals in this system are controlled by Type-170 controllers which are coordinated by time-base. These controllers were installed at intersections that are part of the central traffic computer system.

Blanco Rd. is a major north-south arterial which consists of 17 intersections. This arterial provides non-freeway connections to the north side of the city and the downtown areas from the residential areas in north central San Antonio. Blanco Rd. is a heavily travelled street with high friction, low capacity design and uneven signal spacing resulting in generally poor signal operation. The attached map displays the project network system and cross streets. Blanco at Jackson Keller is the most critical intersection in the system because it has only seven phases and lacks left turn bays which would accommodate the high traffic volumes.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression and shorter cycle lengths.

Based on the TRANSYT-7F simulation, the project had an estimated total annual cost savings of $920,506. This operating cost savings included a total annual savings of 5,943,286 stops (an 11.5 percent reduction), a total annual fuel savings of 102,300 gallons (a 7.7 percent reduction), and a delay annual savings of 73,500 veh-hrs (a 22.2 percent reduction). For Blanco Rd., the maximum reduction in travel time was 60 seconds for the Northbound peak, and the average speed increased by 10 percent. For the non-peak direction, the travel time was reduced by 84 seconds and the average speed increased by 13 percent. The shorter cycle lengths not only reduced delay for the arterial street because of improved offsets and splits, but also significantly reduced delay for the side streets. The total cost of the project was $10,137 and the resultant benefit to cost ratio was 91 to 1.

San Antonio, Texas Blanco Road



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PM 2082 33 45 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM 515 23 23

DAILY OFF 15132 156 228 PM 4164 66 90

TOTAL 19811 245 341

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $83,206 $735,000 $102,300





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Broadway System

The City of San Antonio Public Works Department worked on the following project. The signals in this system are controlled by Type-170 controllers which are coordinated by time-base. These controllers were installed at intersections that are part of the central traffic computer system.

Broadway is a major arterial which consists of 17 intersections. The Broadway system provides surface street access to the downtown area from the northeast part of the city. Because of limited access to the McAllister Freeway (US 281), many drivers inside the Loop use Broadway instead of the freeway. Broadway itself has a high-capacity six or seven-lane cross section. The signal spacing on Broadway is highly irregular and not conducive to good traffic progression. Pedestrian timing causes significant problems with timing flexibility because of the width of Broadway. The attached map displays the project network system and cross streets.


Based on the 1RANSYT-7F simulation, the project had an estimated total annual cost savings of $655,369. This operating cost savings included a total annual savings of 879,928 stops (a 3.0 percent reduction), a total annual fuel savings of 43,050 gallons (a 5.9 percent reduction), and a delay annual savings of 60,000 veh-hrs (a 29.6 percent reduction). For Broadway, the maximum reduction in travel time was 60 seconds for the peak direction, and the average speed increased by over 6 miles per hour. For the non-peak direction, the travel time was reduced by 109 seconds and the average speed increased by ten miles per hour. Unlike the many improvements which are reported for traffic engineering projects, these results are very visible to individual motorists. In addition, this system was tied in with the downtown system during the morning peak and off-peak, allowing progression across the system boundary. The total cost of the project was $54,866 and the resultant benefit to cost ratio was 12 to 1.

San Antonio, Texas Broadway System





AM 978 40 34 DIFFERENCES OFF -85 4 0

PM 1870 80 73

AM 1 1 1 HRS/DAY OFF 10 10 10

PM 1.5 1.5 1.5 AM 978 40 34

DAILY OFF -850 40 0 PM 2805 120 109.5

TOTAL 7 () 2933 !..Ct'(.,, 200 5 ~ ,'1 143.5

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $12,319 $600,000 $43,050




Traffic Liglit Synchronization I Page E-308

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Perrin-Beitel System

The City of San Antonio Public Works Department worked on the following project. All of the intersections in the system were formerly controlled by isolated fully actuated Type 170 controllers. Concurrent work by the city has completed the transformation of this uncoordinated system to a closed-loop coordinated system.

The Perrin-Beitel system consists of 17 intersections. This system includes the northsouth arterial, Perrin-Beitel/Nacogdoches, and two intersections on the east-west arterial, Thousand Oaks. The attached map displays the project network system and cross streets. Perrin-Beitel/Nacogdoches is a major facility serving the bulk of shopping and commercial uses, and it provides access to Loop 410 from the northeast part of the city. This arterial has a five lane cross section and nicely spaced signals, and was designed for high quality traffic progression. Thousand Oaks is an east-west arterial which crosses PerrinBeitel/N acogdoches and provides connections to IH 35 and the McAllister Freeway (US 281).

In order to evaluate the system's performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression and shorter cycle lengths. Perrin-Beitel/Nacogdoches is the main roadway in this system, therefore efforts were concentrated on this street. The timings for the signals on Thousand Oaks were designed after the completion of the timings for the intersection of Nacogdoches and Thousand Oaks.

Based on the TRANSYT-7F simulation, the project had an estimated total annual cost savings of $1,890,476. This operating cost savings included a total annual savings of 37,662,571 stops (a 39.9 percent reduction), a total annual fuel savings of 535,200 gallons (a 20.1 percent reduction), and a delay annual savings of 82,800 veh-hrs (a 16.2 percent reduction). On Perrin-Beitel/Nacogdoches, the peak northbound travel time was reduced by 168 seconds, and the average speed increased by nine miles per hour. For the non-peak direction, the travel time was reduced by more than 120 seconds and the average speed increased by 6 miles per hour. The total cost of the project was $10,137 and the resultant benefit to cost ratio was 186 to 1.

San Antonio, Texas Perrin-Beitel System



DELAY (veh-hrs)


AM 28534 17906 165 145 766 626 HOURLY OFF 1mo 10437 89 71 507 403 VALUES PM 36500 23041 235 215 1005 807


PM 13459 20 198 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM 10628 20 140

DAILY OFF 87996 216 1248 PM 26918 40 396

TOTAL 125542 276 1784

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $527,276 $828,000 $535,200





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San Pedro System

The City of San Antonio Public Works Department worked on improving traffic signal timing on nine arterials in San Antonio, one of which was San Pedro. The San Pedro System has 38 intersections and provides non-freeway connections to the north side of the City, and to the downtown areas from the residential areas in north central San Antonio. Commuters also gain access to the local community college located at the south end of the system.

The San Pedro System includes the north-south arterial San Pedro Avenue, which is the most important roadway in the system. The northern part portion of San Pedro Avenue (from Basse to Rampart) is a high capacity design with a seven lane cross section and relatively even signal spacing. The south portion of San Pedro Avenue (from Cypress to Wildwood) contains a four or five lane cross section which has high friction, low capacity intersections with irregular signal spacing and high signal density. Hildebrand Avenue is an east-west arterial and carries a heavy traffic volume. McCullough Avenue is parallel to San Pedro Avenue and provides commuters a non-freeway access to the downtown area from north central San Antonio. Main Avenue carries significant traffic with drivers attending the community college and commuters working in the downtown area. The attached map displays the project arterial, cross streets, and link distances.

In order to evaluate the system's performance, the "before" 1LS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression.

Based on the PASSER II-87 simulation, the project had an estimated total annual cost savings of $1,538,497. This operating cost savings included a total annual savings of 11,856,929 stops (a 10.3 percent reduction), a total annual fuel savings of 184,500 gallons (a 5.8 percent reduction), and a delay annual savings of 118,800 veh-hrs (a 15.6 percent reduction). For San Pedro, the average reduction in travel time was 149 seconds, or 2.5 minutes, and the total delay was reduced by 58 percent. The average speed increased by about 6 mph. For southbound McCullough, the travel time decreased 30 seconds and the total delay was reduced by 44 percent. The travel time for Main Avenue decreased 45 seconds and the total delay was reduced by 56 percent. For Cypress Avenue, average reduction in travel time was one minute and the total delay decreased by 54 percent. The total cost of the project was $208,889 and the resultant benefit to cost ratio was 7 to 1.

San Antonio, Texas San Pedro System






PM 4498 55 n AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM 4175 34 53

DAILY OFF 26352 252 408 PM 8996 110 154

TOTAL 39523 396 615

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $165,997 $1,188,000 $184,500





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Southeast System

The City of San Antonio Public Works Department worked on improving traffic signal timing on nine systems in San Antonio, one of which was the Southeast system. The Southeast System has 56 intersections and includes all the major surface streets which provide access to the downtown area from the southeast of San Antonio. The system furnishes connections to US 90, IH-37 and Pan Am Expressway.

In the Southeast System three major north-south arteries and three east-west arteries provide the bulk of through capacity in the corridor. The major feeders to east side of the CBD are Commerce Street and Houston Street. The network was previously divided into four subsystems. System A was a modem digital system with Type 170 controllers and modem interconnect; the other three were electromechanical subsystems with seven-wire interconnect. All the subsystems contained only one timing plan, with the exception of System B, which had three coordinated plans. By using a common cycle length and installing some hardware, the four subsystems and the three previously uncoordinated signals were integrated into a single system with three timing plans. The attached map displays the project arterials and cross streets.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression.

Based on the TRANSYT-7F simulation, the project had an estimated total annual cost savings of $1,168,840. This operating cost savings included a total annual savings of 4,974,286 stops (a 5.8 percent reduction), a total annual fuel savings of 85,200 gallons (a 3.9 percent reduction), and a delay annual savings of 101,400 veh-hrs (an 18.2 percent reduction). On Hackberry Street the total delay decreased by 88 percent and the travel time decreased by 1.7 minutes. Southbound New Braunfels Avenue had a 91 percent reduction in delay with a savings of 1.6 minutes in travel time. A 92 percent delay reduction and a one minute decrease in travel time were the improvements on southbound St. Mary's/Roosevelt Street. Houston Street experienced a 71 percent reduction in total delay and a 1.5 minute decrease in travel time. The total cost of the project was $56,799 and the resultant benefit to cost ratio was 21 to 1.

San Antonio, Texas Southeast System




AM 20740 19509 136 110 515 499 HOURLY OFF 17374 16437 112 93 450 433

VALUES PM 27963 25910 190 148 695 663 AM 1231 26 16

DIFFERENCES OFF 937 19 17 PM 2053 42 32 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM 1231 26 16

DAILY OFF 11244 228 204 PM 4106 84 64

TOTAL 16581 338 284

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $69,640 $1,014,000 $85,200



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Southeast System


South Flores System

The City of San Antonio Public Works Department worked on the following project. The South Flores system was previously divided into two subsystems. South Flores and Pleasanton were part of an electromechanical single dial system with only one timing plan and two phases. Intersections along S.W. Military were time-base coordinated and multiplephased, but interconnect cable has been installed in parallel activities by the city.

The South Flores system consists of 23 intersections. This system includes the northsouth arterials, South Flores and Pleasanton, and the east-west major arterial, S.W. Military. The attached map displays the project network system and cross streets. South Flores and Pleasanton provide the only non-freeway connection to the downtown area from the residential areas in south central San Antonio. These heavily travelled streets are highfriction, low capacity designs with very uneven signal spacing, resulting in generally poor operation. S.W. Military is the major east-west facility serving the bulk of shopping, commercial, and military land uses in south San Antonio. As part of the Loop 13 system, Military is designed to a high-capacity seven-lane cross section. Signals are widely spaced, therefore, Military is conducive to high quality traffic progression.


Based on the 1RANSYT-7F simulation, the project had an estimated total annual cost savings of $1,745,830. This operating cost savings included a total annual savings of 1,016,428 stops (a 1.7 percent reduction), a total annual fuel savings of 123,600 gallons (a 6.8 percent reduction), and a delay annual savings of 160,800 veh-hrs (a 29.2 percent reduction). For the eastbound S.W. Military peak, the average reduction in travel time was 73 seconds, resulting in a 60 percent reduction in total delay. For the southbound South Flores peak, the average reduction in travel time was 108 seconds, resulting in a 73 percent reduction in total delay. For the southbound Pleasanton peak, the average reduction in travel time was 72 seconds, resulting in a 50 percent reduction in total delay. Because shorter cycle lengths were used, there was a dramatic reduction in delay for the arterials and a significant reduction in delay for the side streets. The total cost of the project was $23,407 and the resultant benefit to cost ratio was 75 to 1.

San Antonio, Texas South Flores System





AM -220 32 22 DIFFERENCES OFF 81 32 24

PM 1318 60 51 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM -220 32 22

DAILY OFF 972 384 288 PM 2636 120 102

TOTAL 3388 536 412

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $14,230 $1,608,000 $123,600



San Antonio, Texas South Flores System


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South Flores System


Walzem Road

The City of San Antonio Public Works Department worked on the following project. All of the signals in this system are controlled by full-actuated controllers, including two Type 170 controllers and four NEMA controllers. The TLS program has enabled the city to synchronize the intersection of Walzem at Bentley with the other intersections in this system for the first time.

The Walzem system consists of six intersections along a single east-west arterial. Walzem road is a major facility serving the northeast sector of the city as well as very heavy shopping and commercial uses. Walzem Rd. is the main access to Northeast Loop 410 and IH 35 from a large residential area which includes the town of Windcrest. Walzem Rd. is designed to a high capacity with a five to seven lane cross section. The attached map displays the project arterial and cross streets.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression. The signals on Walzem Rd. are evenly spaced, and this condition is conducive to high quality traffic progression. No intersections on this system were over-saturated in the existing condition, therefore, the timing changes resulted in increased intersection operating efficiency, not in resolution of recurrent congestion problems.

Based on the TRANSYT-7F simulation, the project had an estimated total annual cost savings of $339,719. This operating cost savings included a total annual increase of 2,155,785 stops (a 10.0 percent increase), a total annual fuel savings of 6,900 gallons (a 1.1 percent reduction), and a delay annual savings of 36,300 veh-hrs (a 19.3 percent reduction). For the eastbound peak on Walzem Rd., the average reduction in travel time was 71 seconds, and the reduction in total delay was 68 percent. The total cost of the project was $3,578 and the resultant benefit to cost ratio was 95 to 1.

San Antonio, Texas Walzem Road


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


AM 5241 5535 46 41 163 162 HOURLY OFF 3988 4536 34 26 119 118 VALUES PM 9361 9519 87 n 244 239

AM -294 5 1 DIFFERENCES OFF -548 8 1

PM -158 10 5 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM -294 5 1

DAILY OFF -6576 96 12 PM -316 20 10

TOTAL -7186 121 23

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS ($30,181) $363,000 $6,900



San Antonio, Texas WalzemRoad


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West Avenue

The City of San Antonio Public Works Department worked on the following project. The signal at West Avenue Elementary School Crossing system is controlled by a Type PA-31 controller. As a result, this signal cannot be synchronized with the system. In addition, the single-dial system created another limitation because the cycle length could not be changed throughout the day.

The West Avenue system consists of eight intersections. West Avenue is a major north-south arterial which connects to NW Loop 410 at its north end, and intersects NW Expressway (IH 10) at its south end. West Avenue is a four lane arterial which provides access from the residential areas to the freeways. Traffic volumes for the side-street approaches are relatively low, except for West Avenue at Jackson Keller, which carries a high volume of cross-street traffic. The attached map displays the project arterial and cross streets.

In order to evaluate the system's performance, the ''before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression.

Based on the 1RANSYT-7F simulation, the project had an estimated total annual cost savings of $39,704. This operating cost savings included a total annual savings of 971,714 stops (a 6.8 percent reduction), a total annual fuel savings of 11,100 gallons (a 2.6 percent reduction), and a delay annual savings of 1,500 veh-hrs (a 2.4 percent reduction). For West Avenue, the average reduction in travel time was 99 seconds, and the total delay was reduced by 83 percent for the northbound PM peak. For the southbound direction, the average travel time was reduced by 19 seconds, and the total delay was reduced by 31 percent for the PM peak period. The total cost of the project was $4,770 and the resultant benefit to cost ratio was 8 to 1.

San Antonio, Texas West Avenue






PM 402 2 5 AM 1 1 1

HRS/DAY OFF 12 12 12 PM 2 2 2 AM 263 1 3

DAILY OFF 2172 0 24 PM 804 4 10

TOTAL 3239 5 37

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $13,604 $15,000 $11,100



San Antonio, Texas West Avenue


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West Avenue


'\Vest Side Systein

The City of San Antonio Public Works Department worked on the following project. The West Side system includes all of the major arterial streets which provide access to the downtown area from the west side of town. The eastern portion of the network (subsystem B) consists of an existing fixed-time system which remained in place. The western portion of the network (subsystem A) was previously uncoordinated.

The West Side system consists of 69 intersections. There are two major east-west arterials in the corridor. The first of these is Culebra Rd., which is the only through city street from downtown to the western edge of the city and was previously uncoordinated. The other east-west arterial is Commerce St., which is paired with Buena Vista as a one-way couple. The major north-south arterials in this network are Zarzamora St. and General McMullen. Zarzamora provides the greatest challenge to coordinated flow because is has irregularly spaced signals and has a low-capacity, high-friction cross section. General McMullen carries a substantial military commuter demand to Kelly Air Force Base, and was previously uncoordinated. The attached map displays the project arterial and cross streets.

In order to evaluate the system's performance, the "before" TLS traffic conditions were monitored and various field data were collected. The data included traffic volumes, saturation flow rates, travel times, travel delays, and an operating cost study. Following detailed manual and computer analysis, the signals were timed to provide versatile bandwidth-based progression. Taking into account the fact that the two subsystems are separated, the West Side system can be treated as an open network where independent optimization on the various streets is possible.

Based on the TRANSYT-7F simulation, the project had an estimated total annual cost savings of $1,280,292. This operating cost savings included a total annual savings of 54,828,000 stops (a 25.4 percent reduction), a total annual fuel savings of 419,700 gallons (a 7.5 percent reduction), and a delay annual savings of 9,300 veh-hrs (a 0.7 percent reduction). For Culebra, the average reduction in travel time was 173 seconds, and the total delay was reduced by 73 percent for the westbound peak. For General McMullen, the average travel time was reduced by 162 seconds, and the total delay was reduced by 68 percent for the northbound peak. For Zarzamora, the average reduction in travel time was 150 seconds, and the total delay was reduced by 72 percent. The total cost of the project was $226,620 and the resultant benefit to cost ratio was 6 to 1.

San Antonio, Texas West Side System




AM 71246 52n4 476 433 1864 1689 HOURLY OFF 40035 29963 206 222 1041 9n

VALUES PM 83681 61969 574 484 2144 1916 AM 18472 43 175

DIFFERENCES OFF 10072 -16 64 PM 21712 90 228

AM 1 1 1 HRS/DAY OFF 12 12 12

PM 2 2 2 AM 18472 43 175

DAILY OFF 120864 -192 768 PM 43424 180 456

TOTAL 182760 31 1399

UNIT VALUES $0.014 $10.00 $1.00

ANNUAL SAVINGS $767,592 $93,000 $419,700



San Antonio, Texas West Side System


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TECHNICAL REPORT STANDARD TITLE PAGE Government …