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HomeMy WebLinkAbout109-25 RESOLUTION113 West Mountain Street
Fayetteville, AR 72701
(479) 575-8323
Resolution: 109-25
File Number: 2025-526
ARKANSAS AND MISSOURI RAILROAD (AGREEMENT AMENDMENT):
A RESOLUTION TO APPROVE AN AMENDMENT TO RESOLUTION 232-22 AND AUTHORIZE THE
PAYMENT OF AN ADDITIONAL $15,138.06 TO THE ARKANSAS AND MISSOURI RAILROAD FOR
RAILROAD CROSSING MODIFICATIONS REQUIRED FOR THE RAZORBACK ROAD AND 15TH STREET
INTERSECTION PROJECT, AND TO APPROVE A BUDGET ADJUSTMENT - 2019 STREET IMPROVEMENT
BOND PROJECT
WHEREAS, Razorback Road and 15th Street intersection improvements were identified as a priority in the 2019 Street
Improvement Bond Program; and
WHEREAS, on October 4, 2022, City Council approved Resolution 232-22 that authorized an agreement for the
design work and construction necessary for the improvements and widening of the railroad crossing in the estimated
amount of $839,774.60 with an additional $80,000.00 in project contingency to cover cost overruns; and
WHEREAS, the cost estimate for the project was prepared in 2022, but the work did not take place until 2024 and the
actual costs exceeded the original estimate and contingency by $15,138.06.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF FAYETTEVILLE,
ARKANSAS:
Section 1: That the City Council of the City of Fayetteville, Arkansas hereby amends Resolution 232-22 and approves
the payment of the additional amount of $15,138.06 to the Arkansas and Missouri Railroad for railroad crossing
modifications required for the Razorback Road and 15th Street Intersection Project.
Section 2: That the City Council of the City of Fayetteville, Arkansas hereby approves a budget adjustment, a copy of
which is attached to this Resolution.
Page 1
Resolution: 109-25
File Number: 2025-526
PASSED and APPROVED on May 6, 2025
Approved:
Molly Rawn, Mayor
Attest:
Kara Paxton, City Clerk Treasurer
Page 2
CITY OF
FAYETTEVILLE
ARKANSAS
MEETING OF MAY 6, 2025
CITY COUNCIL MEMO
TO: Mayor Rawn and City Council
THRU: Keith Macedo, Interim Chief of Staff
Chris Brown, Public Works Director
FROM: Matt Casey, Engineering Design Manager
SUBJECT: ARKANSAS AND MISSOURI RAILROAD (AGREEMENT AMENDMENT):
RECOMMENDATION:
2025-526
Staff recommends approval of an amendment to Resolution 232-22, which authorized an agreement with the
Arkansas and Missouri Railroad (AMRR) for the modifications required for the Razorback Rd. and 15th St.
Intersection Project, and approval of a budget adjustment.
BACKGROUND:
The intersection of Razorback Road and 15th Street is a large intersection with multiple lanes entering the
intersection on each leg. The intersection was controlled as a four way stop with stop signs on each leg.
Being located in close vicinity of the Baum -Walker Stadium, Pinnacle Foods, and multiple apartment
complexes, this intersection sees a high volume of traffic. Improvements to this intersection were identified as
a priority project in the 2019 Transportation Bond Program.
The City of Fayetteville Engineering Division evaluated both a roundabout and signal design for this location.
Concepts for both options were presented to the Transportation Committee in October of 2019. Due to the
higher cost of construction for the roundabout and the potential for high pedestrian traffic, it was decided to
move forward with the signal design.
With the proposed road widening and sidewalk installation, some modifications were required for the railroad
crossing. The improvements included widening of the crossing as well as new crossing gates and lights that
were interconnected with the new traffic signal. In October of 2022, the City of Fayetteville City Council
approved an agreement (Resolution 232-22) with AMRR for the design work and the construction necessary
for the improvements and widening of the railroad crossing in the amount of $839,774.60. The construction of
this project was completed in 2024.
DISCUSSION:
The approved agreement with AMRR was based on an estimated cost of $839,774.60, but states that the City
is responsible for actual costs associated with the design and construction. The City council also approved an
additional $80,000 in project contingency to cover cost overruns. The cost estimate for these improvements
was prepared in 2022. Unfortunately, the work did not take place until 2024. During this time, AMRR was
faced with higher costs than previously estimated. AMRR has submitted a final invoice for the work which is a
total of $934,912.66. This is an increase of $95,138.06, which is $15,138.06 above the contingency amount
previously approved by council. This request is to approve payment of the actual cost and approve a budget
Mailing address:
113 W. Mountain Street www.fayetteville-ar.gov
Fayetteville, AR 72701
adjustment to cover the additional construction costs associated with this work.
BUDGET/STAFF IMPACT:
The cost for this request will be paid for with the funds from the 2019 Transportation Bond Fund.
ATTACHMENTS: SRF (#3) , BA (#4), Invoice - 0136959 (#5), 232-22 Resolution (#6)
Mailing address:
113 W. Mountain Street www.fayetteville-ar.gov
Fayetteville, AR 72701
== City of Fayetteville, Arkansas
y 113 West Mountain Street
Fayetteville, AR 72701
(479)575-8323
- Legislation Text
File #: 2025-526
ARKANSAS AND MISSOURI RAILROAD (AGREEMENT AMENDMENT):
A RESOLUTION TO APPROVE AN AMENDMENT TO RESOLUTION 232-22 AND AUTHORIZE
THE PAYMENT OF AN ADDITIONAL $15,138.06 TO THE ARKANSAS AND MISSOURI
RAILROAD FOR RAILROAD CROSSING MODIFICATIONS REQUIRED FOR THE
RAZORBACK ROAD AND 15TH STREET INTERSECTION PROJECT, AND TO APPROVE A
BUDGET ADJUSTMENT - 2019 STREET IMPROVEMENT BOND PROJECT
WHEREAS, Razorback Road and 15th Street intersection improvements were identified as a priority in
the 2019 Street Improvement Bond Program; and
WHEREAS, on October 4, 2022, City Council approved Resolution 232-22 that authorized an
agreement for the design work and construction necessary for the improvements and widening of the
railroad crossing in the estimated amount of $839,774.60 with an additional $80,000.00 in project
contingency to cover cost overruns; and
WHEREAS, the cost estimate for the project was prepared in 2022, but the work did not take place until
2024 and the actual costs exceeded the original estimate and contingency by $15,138.06.
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
FAYETTEVILLE, ARKANSAS:
Section 1: That the City Council of the City of Fayetteville, Arkansas hereby amends Resolution 232-22
and approves the payment of the additional amount of $15,138.06 to the Arkansas and Missouri
Railroad for railroad crossing modifications required for the Razorback Road and 15th Street
Intersection Project.
Section 2: That the City Council of the City of Fayetteville, Arkansas hereby approves a budget
adjustment, a copy of which is attached to this Resolution.
Page 1
Matt Casey
Submitted By
City of Fayetteville Staff Review Form
2025-526
Item ID
5/6/2025
City Council Meeting Date - Agenda Item Only
N/A for Non -Agenda Item
4/15/2025 ENGINEERING (621)
Submitted Date Division / Department
Action Recommendation:
Amendment to the approval of the agreement with the Arkansas and Missouri Railroad (AMRR) for the
modifications required for the Razorback Rd. and 15th St. Intersection Project and approval of a budget adjustment
Budget Impact:
4702.860.7222-5809.00
Streets Project (2022 Bonds)
Account Number
Fund
46020.7222
15th St. / Razorback Rd. Intersection
Project Number
Project Title
Budgeted Item? Yes
Total Amended Budget
$ 397,760.00
Expenses (Actual+Encum)
$ 113,367.08
Available Budget
$ 284,392.92
Does item have a direct cost? Yes
Item Cost
$ 95,138.06
Is a Budget Adjustment attached? Yes
Budget Adjustment
$ -
Remaining Budget
189,254.86
V20221130
Purchase Order Number: 2022-00000819 Previous Ordinance or Resolution # 232-22
Change Order Number:
Original Contract Number:
Comments:
1
2022-00000061
Approval Date:
City of Fayetteville, Arkansas - Budget Adjustment (Agenda)
Budget Year Division ENGINEERING (621) Adjustment Number
2025 /Org2
Requestor: Matt Casey
BUDGET ADJUSTMENT DESCRIPTION / JUSTIFICATION:
Amendment to the approval of the agreement with the Arkansas and Missouri Railroad (AMRR) for the modifications
required for the Razorback Rd. and 15th St. Intersection Project and approval of a budget adjustment
RESOLUTION/ORDINANCE
COUNCIL DATE:
ITEM ID#:
5/6/2025
2025-526
Nolly Black
417512025 70:52 RIVI
Budget Division
TYPE:
JOURNAL#:
GLDATE:
CHKD/POSTED:
Date
D - (City Council)
TOTAL - - v.2025411
Increase / (Decrease) Prolect.Sub#
Account Number Expense Revenue Project Sub.Detl AT Account Name
4702.860.7222-5809.00 80,000 - 46020 7222 EX Improvements - Street
4702.860.7222-5911.99 (80,000) - 46020 7222 EX Contingency - Capital Project
G:\Divs\Engineering\Engineering Design Services\Projects\BOND PROGRAM\2019 Bond Program\Razorback and 15th\Council and
Committee Actions\RR Agreement\Change Order\2025-526 BA AMRR Revision 1 of 1
Page: 1
A 4 %4AEMISI/SSOUR/
6.......
Arkansas & Missouri Railroad
306 East Emma
Springdale, AR 72764
Questions? Call: (479) 751-8600
Bill To:
CITY OF FAYETTEVILLE
ATTN: CHRIS BROWN
ENGINEERING DEPARTMENT
113 W. MOUNTAIN ST.
FAYETTEVILLE, AR 72701
INVOICE
Invoice Number: 0136959-IN
Invoice Date: 2/13/2025
Customer Number: 00-CTYFAY
Customer P.O.:
Terms: NET 30 DAYS
Item Code Description UM Quantity Price Amount
Hwy 16 (Razorback Rd/15th St) - Progress Billing #4 Final Invoice
OTH EACH
Labor & Services
If you receive a request to change banking or
remit to address, contact us immediately via phone
1.000 934,912.66 934,912.66
Subtotal
Grand Total
Paid
Due:
934,912.66
934,912.66
726407.52
$208,505.14
113 West Mountain Street
Fayetteville, AR 72701
(479)575-8323
Resolution: 232-22
File Number: 2022-0884
RAILROAD CROSSING UPGRADE COST AND MAINTENANCE AGREEMENT:
A RESOLUTION TO WAIVE COMPETITIVE BIDDING AND AUTHORIZE A RAILROAD
CROSSING UPGRADE COST AND MAINTENANCE AGREEMENT WITH THE
ARKANSAS AND MISSOURI RAILROAD IN THE AMOUNT OF $839,774.60 FOR
MODIFICATIONS REQUIRED FOR THE RAZORBACK ROAD AND 15TH STREET
INTERSECTION PROJECT, TO APPROVE A PROJECT CONTINGENCY IN THE AMOUNT
OF $80,000.00, AND TO APPROVE A BUDGET ADJUSTMENT - 2019 STREET
IMPROVEMENT BOND PROJECT
WHEREAS, Razorback Road and 15th Street intersection improvements were identified as a priority
in the 2019 Transportation Bond Program; and
WHEREAS, the Engineering Division has completed the design and is in the process of permitting this
project through ArDOT and the railroad; and
WHEREAS, Arkansas and Missouri Railroad (AMRR) presented an agreement to the City for the
design work and construction necessary for improvements to and widening of the railroad crossing;
and
WHEREAS, pursuant to the terms of the Railroad Crossing Upgrade Cost and Maintenance
Agreement, the City will reimburse the AMRR for the full cost of labor and materials for installation of
the crossing signal, panels, and appurtenances necessary for a fully operational crossing, which is
estimated to be $839,774.60; and the City and AMRR agree to equally share the cost of repairs or
major maintenance; and
WHEREAS, it is not feasible or practical to competitively bid such a project because the land over
Page 1 Printed on 1015122
Resolution: 232-22
File Number.' 2022-0884
which the crossing is proposed is owned and controlled by the Arkansas and Missouri Railroad, which
has the sole power to authorize and construct new crossings; and
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
FAYETTEVILLE, ARKANSAS:
Section 1: That the City Council of the City of Fayetteville, Arkansas hereby determines an
exceptional situation exists in which competitive bidding is deemed not feasible or practical and
therefore waives the requirements of formal competitive bidding and authorizes Mayor Jordan to sign
the Railroad Crossing Upgrade Cost and Maintenance Agreement with Arkansas and Missouri
Railroad for modifications required for the Razorback Road and 15th Street Intersection Project, and
further approves a project contingency in the amount of $80,000.00 for a total estimated project cost
of $919,775.00.
Section 2: That the City Council of the City of Fayetteville, Arkansas hereby approves a budget
adjustment, a copy of which is attached to this Resolution.
PASSED and APPROVED on 10/4/2022
ll1
Attest:
ioneld Jor Mayor Kara Paxton, City Clerk Treasurer
%AA A111111Ititf�f
FAYE'TTEVILLE
Page 2 Printed on 1015122
City of Fayetteville, Arkansas 113 West Mountain Street
Fayetteville, AR 72701
(479)575-8323
Text File
File Number: 2022-0884
Agenda Date: 10/4/2022 Version: 1 Status: Passed
In Control: City Council Meetinq File Type: Resolution
Agenda Number: A.15
RAILROAD CROSSING UPGRADE COST AND MAINTENANCE AGREEMENT:
A RESOLUTION TO WAIVE COMPETITIVE BIDDING AND AUTHORIZE A RAILROAD
CROSSING UPGRADE COST AND MAINTENANCE AGREEMENT WITH THE ARKANSAS AND
MISSOURI RAILROAD IN THE AMOUNT OF $839,774.60 FOR MODIFICATIONS REQUIRED
FOR THE RAZORBACK ROAD AND 15TH STREET INTERSECTION PROJECT, TO APPROVE A
PROJECT CONTINGENCY IN THE AMOUNT OF $80,000.00, AND TO APPROVE A BUDGET
ADJUSTMENT - 2019 STREET IMPROVEMENT BOND PROJECT
WHEREAS, Razorback Road and 15th Street intersection improvements were identified as a priority in the
2019 Transportation Bond Program; and
WHEREAS, the Engineering Division has completed the design and is in the process of permitting this project
through ArDOT and the railroad; and
WHEREAS, Arkansas and Missouri Railroad (AMRR) presented an agreement to the City for the design
work and construction necessary for improvements to and widening of the railroad crossing; and
WHEREAS, pursuant to the terms of the Railroad Crossing Upgrade Cost and Maintenance Agreement, the
City will reimburse the AMRR for the full cost of labor and materials for installation of the crossing signal,
panels, and appurtenances necessary for a fully operational crossing, which is estimated to be $839,774.60;
and the City and AMRR agree to equally share the cost of repairs or major maintenance; and
WHEREAS, it is not feasible or practical to competitively bid such a project because the land over which the
crossing is proposed is owned and controlled by the Arkansas and Missouri Railroad, which has the sole
power to authorize and construct new crossings; and
NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
FAYETTEVILLE, ARKANSAS:
Section 1: That the City Council of the City of Fayetteville, Arkansas hereby determines an exceptional
situation exists in which competitive bidding is deemed not feasible or practical and therefore waives the
requirements of formal competitive bidding and authorizes Mayor Jordan to sign the Railroad Crossing
Upgrade Cost and Maintenance Agreement with Arkansas and Missouri Railroad for modifications required for
City of Fayetteville, Arkansas Page 1 Printed on 101512022
File Number: 2022-0884
the Razorback Road and 15th Street Intersection Project, and further approves a project contingency in the
amount of $80,000.00 for a total estimated project cost of $919,775.00.
Section 2: That the City Council of the City of Fayetteville, Arkansas hereby approves a budget adjustment, a
copy of which is attached to this Resolution.
City of Fayetteville, Arkansas Page 2 Printed on 101512022
Matt Casey
Submitted By
City of Fayetteville Staff Review Form
2022-0884
Legistar File ID
10/4/2022
City Council Meeting Date - Agenda Item Only
N/A for Non -Agenda Item
9/15/2022 ENGINEERING (621)
Submitted Date Division / Department
Action Recommendation:
Staff recommends approval of a Railroad Crossing Agreement with the Arkansas and Missouri Railroad (AMRR) in
the amount of $839,774.60 for the modifications required for the Razorback Rd. and 15th St. Intersection Project,
approval of a project contingency of $80,000.00, and approval of a budget adjustment.
Budget Impact:
4702.860.7222-5809.00 Streets Project (2019 Bonds)
Account Number Fund
46020.7222 15th St. / Razorback Rd. Intersection
Project Number Project Title
Budgeted Item? Yes Current Budget $ 21,218,438.00
Funds Obligated $ 18,159,282.70
Current Balance 13,059,155.30
Does item have a cost? Yes Item Cost $ 919,774.60
Budget Adjustment Attached? Yes Budget Adjustment $ 919,775.00
Remaining Budget 3,059,155.70
V20210527
Purchase Order Number: Previous Ordinance or Resolution #
Change Order Number: Approval Date:
Original Contract Number:
Comments:
CITY OF
_ FAYETTEVILLE
ARKANSAS
MEETING OF OCTOBER 4, 2022
TO: Mayor and City Council
THRU: Susan Norton, Chief of Staff
Chris Brown, Public Works Director
FROM: Matt Casey, Engineering Design Manager
DATE: September 15, 2022
CITY COUNCIL MEMO
SUBJECT: Railroad Crossing Agreement with the Arkansas and Missouri Railroad
(AMRR) in the amount of $839,774.60 for the modifications required for the
Razorback Rd. and 15th St. Intersection Project, approval of a project
contingency of $80,000.00, and approval of a budget adjustment
RECOMMENDATION:
Staff recommends approval of a Railroad Crossing Agreement with the Arkansas and Missouri
Railroad (AMRR) in the amount of $839,774.60 for the modifications required for the Razorback
Rd. and 15th St. Intersection Project, approval of a project contingency of $80,000.00, and
approval of a budget adjustment
BACKGROUND:
The intersection of Razorback Road and 15t" Street is a large intersection with multiple lanes
entering the intersection on each leg. The intersection is currently controlled as a four way stop
with stop signs on each leg. Being located in close vicinity of the Baum -Walker Stadium,
Pinnacle Foods, and multiple apartment complexes, this intersection sees a high volume of
traffic. Improvements to this intersection were identified as a priority project in the 2019
Transportation Bond Program.
The City of Fayetteville Engineering Division evaluated both a roundabout and signal design for
this location. Concepts for both options were presented to the Transportation Committee in
October of 2019. Due to the higher cost of construction for the roundabout and the potential for
high pedestrian traffic, it was decided to move forward with the signal design. The Engineering
Division has completed the design and is in the process of permitting this project through
ArDOT and the railroad.
DISCUSSION:
With the proposed road widening and sidewalk installation, some modifications are required for
the existing railroad crossing. The improvements include widening of the crossing as well as
new crossing gates and lights that will be interconnected with the new traffic signal. AMRR has
presented an agreement to the City for the design work and the construction necessary for the
improvements and widening of the railroad crossing in the amount of $839,774.60.
Mailing Address:
113 W. Mountain Street www.fayetteville-ar.gov
Fayetteville, AR 72701
BUDGET/STAFF IMPACT:
The design and construction for this project will be paid for with the funds from the 2019
Transportation Bond Fund.
Attachments:
AMRR agreement
RAILROAD CROSSING UPGRADE COST
AND MAINTENANCE AGREEMENT
This Agreement, made and entered into this 4th day of October, 2022, by and between the City
of Fayetteville, Arkansas (hereinafter "City") and The Arkansas & Missouri Railroad
Company, (hereinafter "AMRR"),
WITNESSETH:
WHEREAS, City is in the process of planning an upgrade to the existing warning system (gates
and lights) at the railroad crossing intersecting 15'' Street (also known as Highway 16) and Razorback Road
within the City limits at railroad milepost 354.07 which is DOT Project # 667203Y. The City proposes, for
the benefit of the public, to upgrade this crossing, pursuant to the Exhibits referenced below, all of which
are incorporated herein by reference; and
WHEREAS, it is understood that the contemplated crossing upgrade will be financed solely from
funds appropriated by City and expended under its regulations.
NOW, THEREFORE, in consideration of the covenants and agreements contained in this
agreement, subject to the provisions of the recitals above, it is agreed by and between the parties hereto as
follows:
1. AMRR has provided an estimate for the cost of the crossing upgrade which is attached as
Exhibit 1. The parties understand that the estimate is $839,774.60 and the parties acknowledge that the
ultimate cost of the crossing upgrade could be under or over this estimate. Upon final completion of the
project, all said materials and crossing equipment shall become the property of AMRR.
2. AMRR shall be reimbursed 100% of the actual cost (labor and material) for installing the
new equipment and its invoices will be paid promptly. Material will be billed as it is ordered by AMRR.
The City acknowledges that any work within 25 feet of the tracks requires a Flagging Services Agreement
for railroad track protection, including, but not limited to, railroad flagging which is charged at the rate of
$150 per hour. A Flagging Services Agreement will be executed simultaneously with the execution of this
Agreement.
3. Maintenance and Repairs. The parties acknowledge that the crossing and equipment will
require maintenance and repairs due to normal wear and tear and possibly damage from accidents,
negligence or acts of nature. The City will not be liable for any damages caused solely by the negligence
of AMRR. If damages are caused to the crossing and/or equipment by the acts of 3rd parties, AMRR and
the City will coordinate to pursue any cause of action against said 3' parties to recover the costs of repairs
and any amount recovered will be applied accordingly. If the recovery is less than the cost of repairs then
AMRR and the City of Fayetteville agree to share in the cost of needed repairs.
The crossing shall be maintained until such time as the parties mutually agree otherwise or upon a date
certain that the crossing should be closed.
4. Incorporated Documents: The following documents are attached as Exhibits 1, 2 and 3
respectively and are incorporated herein by reference as if set forth herein word for word:
Exhibit 1: Estimate of costs;
Exhibit 2: Review of grade crossing performed by Alfred Benesch and Company for the City,
dated October 7, 2021 and Revised July 20, 2022;
Exhibit 3: Plans and specifications prepared by the Engineering Division of the City.
5. Entire Agreement. This Agreement constitutes the entire agreement between the parties with
respect to its subject matter and may not be modified or amended orally.
6. Governing Law. This Agreement shall be construed in accordance with and governed by
the laws of the State of Arkansas.
7. Binding Effect. The provisions of this Agreement shall be binding upon and inure to the
benefit of each of the parties and their respective heirs, successors and assigns.
Both parties acknowledge that the signatories below have the appropriate authority to sign
on behalf of the party they represent.
oAxIN WITNESS WHEREOF, the parties have hereunto set their hands and seals this day of
-
. 2022.
THE REMAINDER OF THIS PAGE INTENTIONALLY LEFT BLANK
CITY OF FAYE
Approved
Print Name
fi&A4&r7
Title
ACKNOWLEDGMENT
ARKANSAS
STATE OF ARKANSAS )
H
COUNTY OF 1 )
On this 01 day of , 2022, before me, the undersigned, a Notary Public, duly
commissioned, qualified, and acting, within and for said County and State, appeared in person,
�-iyheU T�d&40L— , to me personally well-known who stated that he/she is the
for the CITY OF FAYETTEVILLE, ARKANSAS, and is duly authorized in
his/her Fapacity to execute the foregoing instrument and for and in the name and behalf of the City of
Fayetteville, Arkansas, and further stated and acknowledged that he/she had so signed, executed, and delivered
said foregoing instrument for the consideration, uses, and purposes therein mentioned and set forth.
IN TESTIMONY WHEREOF, I have hereunto set my hand and seal the day and year stated above.
Notary Public
��t��tnrrr►►►
My Commission Expires: 4�<`�4�; p : �H►���i
•cc
�j,f� co `4 ''�*
ARKANSAS & MISSOURI RAILROAD COMPANY
Approved b .
PP Y
Signature
CAREN L. KRASKA
Print Name
President
Title
ACKNOWLEDGMENT
STATE OF AIjKANSAS )
H
COUNTY OF
On this �. day off ` c k Zt , 2022, before me, the undersigned, a Notary Public, duly
commissioned, qualified, and acting, within and for said County and State, appeared in person. CAREN L.
KRASKA, to me personally well-known who stated that she is the President of ARKANSAS & MISSOURI
RAILROAD COMPANY and is duly authorized in her capacity to execute the foregoing instrument and for
and in the name and behalf of Arkansas & Missouri Railroad Company, and further stated and acknowledged
that she had so signed, executed, and delivered said foregoing instrument for the consideration, uses, and
purposes therein mentioned and set forth.
IN TESTIMONY WHEREOF. I have hereunta.spt my hand and seal the day andyear stated above.
Notary Public
My Commission Expires:
La1la 1a4a"i
-� OFFICIAL SEAL,
LALEYDA R HERRERA
NOTARY PUBLIC, ARKANSAS
ASHINGTON COUNTYMISSIO OE 'P 02/1y2029
Exhibit 1
A/TKAN.SASg)tl .S lll?I
HA/IN49
Arkansaas & Missouri Railroad Date: August 23, 2022
306 E. Emma Ave
Springdale, AR 72764
To: City of Fayetteville
Attn: Matt Blanchard - Matt Casey
Job: 15th (HWY 16) and Razorback Rd. New crossing warning system (interconnected), new road crossing, 2 turnouts.
Prepared by: Jeromy Houchin
Material
Item #
Qty
Description
Unit
Unit Price
Line Total
1
2
RH 1 15# #9 Turnouts RBM Insulated
EA
$ 85,025.00
$ 170,050.00
2
12.000
1 15# New to 1 /4" Worn - Transition Rail
EA
$ 1,100.00
$ 13,200.00
3
150.000
#4 Mainline Railroad Ballast
TN
$ 25.00
$ 3,750.00
4
8.000
1115# Bars - Pair
EA
$ 85.00
$ 680.00
5
1.000
Bolts
KG
$ 290.00
$ 290.00
6
50.000
Lock Washers
EA
$ 0.38
$ 19.00
7
26.000
1 15# Welding Kits
EA
$ 135.00
$ 3,510.00
8
56.875
Concrete Crossing Panels
FT
$ 215.00
$ 12,228.13
9
3.1
1115# Rail
TN
$ 1,500.00
$ 4,650.00
10
50
Pre -Plated Ties
EA
$ 224.50
$ 11,225.00
11
225
Pandrol Clips
EA
$ 3.90
$ 877.50
12
4
Transition Rails
EA
$ 2,450.00
$ 9,800.00
13
8
Welding Kits
EA
$ 200.00
$ 1,600.00
14
150
Ballast
TN
$ 19.00
$ 2,850.00
15
20
Asphalt
TN
$ 100.00
$ 2,000.00
$ 236,729.63
Tax
$ 23,081.14
Shipping
$ 7,500.00
Subtotal (material)
$ 267,310.76
Labor & Services
Item #
Qty
Description
Unit
Unit Price
Line Total
1
1
Engineering Design
LS
$ 5,000.00
$ 5,000.00
2
2
Construct, Install and Surface #9 Turnout
EA
$ 25,000.00
$ 50,000.00
3
1
CWS - Riotech (Engineering, Material and Labor)
LS
$ 291,001.40
$ 291,001.40
4
15
Flagging
DY
$ 1,250.00
$ 18,750.00
5
5
4 Person Crew
DY
$ 3,950.00
$ 19,750.00
6
2
2 Person Surfacing Crew
DY
$ 3,500.00
$ 7,000.00
7
5
Operator
DY
$ 1,500.00
$ 7,500.00
8
1
Oversized Load Permit Fees
LS
$ 1,000.00
$ 1,000.00
9
1
Asphalt Contractor
LS
$ 25,000.00
$ 25,000.00
10
1
Road Closure
LS
$ 7,500.00
$ 7,500.00
Subtotal (Labor)
$ 432,501.40
Contingency
$ 139,962.43
Total
$ 839,774.60
Copyright 2021, of Alfred Ben esch & Company. All rights reserved [17 U.S. C.I. This report and its content
are the property of Alfred Benesch & Company. Use, reuse, reproduction or modification of this plan or
benesch design information, or any part thereof, is strictly prohibited, except by written permission of this firm.
This document is governed by 23 U.S.C. § 409.
Highway -Rail Grade Crossing
DOT# 667203Y
West 15t" Street (State Highway 16)
Fayetteville, Arkansas
Arkansas & Missouri Railroad
MP 354.07, 1st Subdivision
Prepared by:
I hereby certify that this report was prepared by me or under my direct supervision and that I am a duly Licensed
Professional Engineer under the laws of the State of Arkansas. This report represents an electronic version of the
original hard copy report, sealed, signed and dated by Nicole L. Jackson, PE, PTOE. The content of the
electronically transmitted report can be confirmed by referring to the original hard copy that will be kept on file
with Alfred Benesch & Company.
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Nicole L. Jackson, PE, PTOE
Arkansas License No. 16265
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
TABLE OF CONTENTS
CONTENTS
1 INTRODUCTION.....................................................................................................................................3
1.1 Project Information...................................................................................................................................3
1.2 References.................................................................................................................................................4
2 PARTIES OF INTEREST.............................................................................................................................4
3 RAILROAD PREEMPTION DESIGN ELEMENTS...........................................................................................5
3.1 Railroad Characteristics............................................................................................................................5
3.2 Traffic Characteristics................................................................................................................................5
4 REQUESTED RAILROAD PREEMPTION TIME.............................................................................................7
5 RECOMMENDATIONS.............................................................................................................................8
5.1 Design Recommendations........................................................................................................................8
5.2 Implementation Recommendations......................................................................................................
10
6 CONCLUSION.......................................................................................................................................11
APPENDIX A — REFERENCES..........................................................................................................................12
APPENDIX B — END NOTES............................................................................................................................13
APPENDIX C — PREEMPTION CALCULATION FORM.........................................................................................20
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City of Fayetteville I DOT# 667203Y 12
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
I INTRODUCTION
1.1 Project Information
Alfred Benesch & Company (Benesch) conducted a review of the highway -rail grade crossing (DOT# 667203Y) on
the Arkansas & Missouri Railroad (Railroad), 1st Subdivision located near the intersection of West 15t" Street
(State Highway 16) and Razorback Road (State Highway 112) in Fayetteville, Arkansas. The review incorporates
an analysis of the preemption calculations and additional design documents provided by the City of Fayetteville
(Agency) and the Railroad.
FIGURE 1— W 15T" ST (SH 16) @ RAZORBACK RD (SH 112), DOT# 667203Y
The Agency requested advance preemption time for this highway -rail grade crossing. This report expands on the
proposed preemption time requirements and provides recommendations to improve the preemption operations
in accordance with the referenced material, MUTCD and industry best practices.
Benesch and the Railroad recognize that the decision to incorporate any recommendations made within this
report is determined by the highway agency or authority with jurisdiction and the regulatory agency with
statutory authority (where applicable) in accordance with requirements set forth in the 2009 MUTCD Second
Edition, Section 8A.01. The actions of the Railroad are limited.
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1.2 References
The following documents were submitted by the Agency and Railroad to assist in the review:
❖ TXDOT Preemption Calculation Form dated June 17, 2022
❖ Razorback Rd (Hwy 112) & 15th St (Hwy 16) intersection Improvements Pavement Marking and Signage
Plans dated February 23, 2021
❖ Razorback Rd (Hwy 112) & 15th St (Hwy 16) intersection Improvements Traffic Signals, Signals, Mast Arms
and Conduit Plan dated March 30, 2021
❖ Preemption Request Form dated July 6, 2022
Appendix A contains additional documents, reference material and manuals on recommended practices which
were utilized to further evaluate the interconnection design and operation of the highway -rail grade crossing.
2 PARTIES OF INTEREST
The main contact information for each entity during the preemption review process is outlined below:
TABLE 1 - CONTACT INFORMATION
Matt Blanchard, PE
City of Fayetteville
mblanchard@fayetteville-ar.gov
Agency:
Staff Engineer
125 West Mountain Street
479-575-8205
Fayetteville, AR 72701
Arkansas Department of
paulette.rice@ardot.gov
Paulette Rice PMP
Transportation
ARDOT:
Railroad Coordinator
PO Box 2261
501-569-2557
Little Rock, AR 72203
Jeromy Houchin
Arkansas & Missouri Railroad
jeromyh@amrailroad.com
Railroad:
Chief Engineer
306 East Emma Avenue
479-790-0647
Springdale, AR 72764
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3 RAILROAD PREEMPTION DESIGN ELEMENTS
The Agency must take into account a number of design elements when providing preemption control' by
interconnecting the railroad active warning system with the traffic signal equipment. The grade crossing circuit
design, roadway layout and traffic signal design all provide information on the existing and any proposed
characteristics for the grade crossing and adjacent intersection. The following sections outline the railroad and
traffic characteristics that were identified during the review.
NOTE: Benesch has not field verified the values presented on the preemption calculation form. However, an
overview of the grade crossing through Google Earth and the plans provided was conducted to review the
measurements and values.
3.1 Railroad Characteristics
❖ The Railroad operates on one main line track siding track through the grade crossing.
❖ Flashing -light signals with automatic gates are proposed at the grade crossing.
❖ Overhead flashing -light signals are provided for the eastbound and westbound approach on West 15th
Street (State Highway 16).
❖ Pedestrian flashing -light signals with automatic gates are proposed on the pedestrian pathways in all
quadrants.
3.2 Traffic Characteristics
❖ The roadway consists of three lanes proposed over the tracks approaching the intersection with
Razorback Road (State Highway 112).
❖ The proposed traffic signal controller is McCain ATC eX2.
❖ The proposed traffic signal controller firmware is Omni eX.
❖ The clear storage distance (CSD) is 166 feet.
❖ The minimum track clearance distance (MTCD) is 38 feet.
❖ The design vehicle' is a 75-foot tractor trailer.
' Preemption Control — A special sequence of signal phases and timing to expedite and/or provide additional clearance time
for vehicles to clear the tracks prior to the arrival of rail traffic (MUTCD 2009 Second Edition, Chapter 4D, Section 4D.03).
Z Clear Storage Distance — The distance available for vehicle storage measured between 6 feet from the rail nearest the
intersection to the intersection stop line or the normal stopping point on the highway (MUTCD 2009 Second Edition, Chapter
1A, Section 1A.13).
3 Minimum Track Clearance Distance — For standard two -quadrant warning devices, the minimum track clearance distance
is the length along a highway at one or more railroad or light rail transit tracks, measured from the highway stop line, warning
device, or 12 feet perpendicular to the track center line, to 6 feet beyond the furthest track(s) measured perpendicular to the
far rail, along the center line or edge line of the highway, as appropriate, to obtain the longest distance (MUTCD 2009 Second
Edition, Chapter 1A, Section 1A.13).
' Design Vehicle — The longest vehicle permitted by statute of the road authority (State or other) on that roadway (AREMA,
Part 3.3.10, D. 4.).
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❖ The approach grade is indicated to be 0.9% in the preemption calculations.
❖ The proposed right-of-way transfer times (RWTT) for APT is as follows:
TABLE 2 - RIGHT OF WAY TRANSFER TIME
Traffic Signal
Preemption
Timing Values
Preempt Delay Time
0.0
Controller Response Time to Preempt?
0.0
Minimum Green Time
5
Other Green Time
0
Yellow Change Time
4.0
Red Clearance Time
+ 4.3
Total Vehicle Interval Time
13.3
Minimum Walk Time
0
Pedestrian Change (PC) Time
0
Yellow Change Time
0
Red Clearance Time
+ 0
Total Pedestrian Interval Time
0
Max: Total Vehicle or Total Pedestrian Interval Time
13.3
Additional RWTT
+ 0
IMaximum RWTT
13.3
5 Right -of -Way Transfer Time — The maximum amount of time needed for the worst -case condition, prior to the display of
the track clearance green interval. This includes any railroad or light rail transit or highway traffic signal control equipment
time to react to the preemption call, and any traffic control signal green, pedestrian walk and clearance, yellow change, and
red clearance intervals for conflicting traffic (MUTCD 2009 Second Edition, Chapter 1A, Section 1A.13).
6 Preempt Delay Time — The amount of time, in seconds, that the traffic signal controller is programmed to wait from the
initial receipt of a preempt call until the call is "verified" and considered a viable request for transfer into preemption mode.
Preempt delay time should be a whole number value entered into the controller unit for purposes of preempt call validation,
and may not be available on all manufacturer's controllers (TXDOT, July 2017, Form 2304 Instructions).
Controller Response Time to Preempt —The time that elapses while the controller unit electronically registers the preempt
call. The controller manufacturer should be consulted to find the correct value (in seconds) for use (TXDOT, July 2017, Form
2304 Instructions).
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4 REQUESTED RAILROAD PREEMPTION TIME
The table below summarizes the railroad preemption time proposed for the highway -rail grade crossing:
TABLE 3 - RAILROAD PREEMPTION VALUES
Preemption
Minimum Time (MT)8
20
Clearance Time (CT)'*
+ 1
Prescribed Warning Time10 (MT +CT)
21
Buffer Time (BT)11*
5
Advance Preemption Time (APT)
+ 24
Programmed System Design Time (SDT)12 minus Equipment Response Time (ERT)13*
[SDT — ERT] (Subject to AREMA 50-second limitation)
50
Equipment Response Time (ERT)*
+ 5
Total Approach Time or System Design Time (SDT)
55
*To Be Confirmed by Railroad during Approach Design
The Agency requests 24 seconds of APT (see Appendix D for more information on the preemption values).
s Minimum Time (MT) — Grade crossing warning devices shall operate for a minimum of 20 seconds for normal operation of
through trains (49 C.F.R. 234.225, AREMA, Part 3.3.10, C. 1.).
s Clearance Time (CT) — If the MTCD exceeds 35 feet, clearance time is one second for each additional 10 feet, or portion
thereof, over 35 feet. (AREMA, Part 3.3.10, C.2a)
10 Prescribed Warning Time [Minimum Warning Time] (PWT) — For through train movements, prescribed warning time
(minimum warning time) is the least amount of time active warning devices shall operate prior to the arrival of a train at a
grade crossing (AREMA, Part 3.3.10, D. 8.).
11 Buffer Time (BT) — Buffer Time is discretionary and may be provided in addition to MT, CT and EGCT to accommodate for
minor variations in train handling, track circuit variability and allowable tolerances within locomotive speed measurement
apparatus (AREMA, Part 3.3.10, C. 5.).
"System Design Time (SDT) — The sum of the Prescribed Warning Time, BT, Equipment Response Time (ERT-A, C and D)
and APT. (AREMA, Part 3.3.10, C. 10.)
11 Equipment Response Time —This parameter is the time provided in accordance with the manufacturers recommendations
for equipment acquisition (response) time for train detection (AREMA, Part 3.3.10, C. 6a.).
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5 RECOMMENDATIONS
The following recommendations have been proposed to improve the railroad preemption operations and overall
safety of the grade crossing in accordance with any applicable federal, state or local regulations/guidelines and
industry best or recommended practice. The MUTCD provides that the Agency has sole responsibility in
determining the operational design and any time required for railroad preemption operations at an
interconnected grade crossing. The Agency should carefully review each recommendation, as numerous
solutions may exist for any problem identified.
MUTCD 2009 Second Edition, Chapter 8C, Section 8C.09, Paragraph 6:
"The highway agency or authority with jurisdiction and the regulatory agency with statutory authority, if
applicable, should jointly determine the preemption operation and the timing of traffic control signals
interconnected with highway -rail grade crossings adjacent to signalized highway intersections."
5.1 Design Recommendations
❖ The Agency has requested the following interconnection circuitry on the attached Traffic Signal
Preemption Request Form (ITE). The Agency shall ensure the circuitry involving both the traffic signal
and railroad are fully operational at the time of implementation:
■ Advance Preemption Circuit'
■ Supervised Circuitc
■ Crossing Active Circuit'
■ Gate Down CircuitE
■ Traffic Signal Health Circuit F
NOTE: Descriptions for each interconnection circuits and configuration along with some example
interface methods' can be found in Appendix B.
❖ The Agency has specified, on the attached Preemption Request Form, an interconnection cable
adequate for the requested interconnection circuits and configuration (ITE 2019). The Agency is
responsible for providing and maintaining the interconnection cable, pull boxes and conduit needed for
the requested preemption operations from the traffic signal equipment to the Railroad equipment
house. All equipment must be installed prior to the Railroad construction phase. For safety purposes, it
is recommended that the interconnection power provided by the Agency for the interconnection be
limited to a maximum of 28 Vac or Vdc.
❖ Determine an adequate preemption clearance interval minimum time" that allows sufficient
opportunity for a design vehicle to clear the grade crossing (TRB 2017). The preemption clearance
interval is the programmed minimum time and phases in the preemption plan settings of the traffic
signal controller that are displayed for highway users which may be stopped in the MTCD and CSD.
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While normally displayed as green indications and frequently referred to as track clearance green, the
preemption clearance interval may be displayed as all -red indications or some combination of flashing
and steady indications based on site specific needs. The amount of traffic clearance green time for this
grade crossing is dependent on the interconnect circuits chosen for the grade crossing:
■ A gate down circuit is proposed in the traffic signal design. Since the Agency has elected to
request a gate down circuit from the railroad, the preemption clearance interval programmed as
track clearance green should be displayed a minimum of 27 seconds which is the queue
clearance time14 determined by the preemption calculations.
Due to the length of the CSD, the Agency should consider extending the track clearance green by
a minimum of 5 seconds after receipt of the gate down indication from the grade crossing
warning system.
❖ Implement a maximum preemption timer' (ITE 2019). If, for any reason, the traffic signal controller
preemption remains active for an extended period of time, this timer allows the controller to exit the
preemption plan and enter an all -red flash mode.
❖ Consider providing a back-up power supply for the traffic signal equipment (MUTCD 2009 Second
Edition). Traffic signal systems interconnected to grade crossing warning systems should be provided
with a back-up power supply. In doing so, the traffic signal controller is equipped for continued
operation in the event of power outages and a track clearance interval can be provided during a train
event under these conditions.
❖ Consider relocating the proposed left and right and through arrow pavement markings a minimum of
100 feet in advance of the grade crossing (FHWA 2019). Drivers may interpret the highway -rail grade
crossing as a highway -highway intersection in certain situations if the arrow pavement markings are
installed too close to the grade crossing (low light, poor visibility due to fog or other, impaired driver)
and can increase the potential for drivers to turn onto the tracks. These arrow markings should be
placed further away from the grade crossing so that drivers do not associate the arrow markings with
the highway -rail grade crossing.
❖ Consider installation of "DO NOT STOP ON TRACKS" (118-8) sign downstream of the grade crossing
(MUTCD 2009 Second Edition). These signs should be installed when the potential for vehicles to stop
"Queue Clearance Time — The time required for the design vehicle of maximum length stopped just inside the MTCD to
start up and move through and clear the entire MTCD. If pre -signals are present, this time shall be long enough to allow the
vehicle to move through the intersection, or to clear the tracks if there is sufficient CSD. If a four -quadrant gate system is
present, this time shall be long enough to permit the exit gate arm to lower after the design vehicle is clear of the MTCD
(MUTCD 2009 Second Edition, Chapter 1A, Section 1A. 13).
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on the grade crossing is significant. The signs provide warning to the drivers that they must not stop on
the grade crossing and remind them that it is prohibited to do so.
❖ Evaluate placement of the detectable warning surfaces at the pedestrian flashing -light signals with
automatic gates. In the plans provided, the detectable warning surfaces are planned to be placed 12
feet from the near rail. Ensure the placement of the detectable warning surfaces at each pedestrian
flashing -light signal with automatic gates is placed 2 feet in advance of the automatic gate. (ATBCB,
2013)
❖ Consider installation of a warning label for the traffic signal cabinet to notify personnel that the traffic
signal is interconnected with the grade crossing warning system (US DOT TWG 1997).
❖ Develop and follow a preemption operation and maintenance program'. The railroad preemption
system should be tested on an annual basis. The Federal Railroad Administration (FRA) Safety Advisory
2010-02, details recommendations for annual joint testing of interconnected Railroad and Traffic Signal
Systems. MUTCD 4D.02 also provides operation and maintenance guidance. The Railroad will work with
the Agency to ensure that the interconnected traffic signal continues to operate as design and requests
that any future changes are discussed and jointly approved in a collaborative manner.
The Agency should develop a special preemption operation program in the event of operational failure
of traffic signals or other events that may affect the operation of the interconnected highway by causing
extended queues across the tracks. The events that could require use of this plan are emergency or
planned construction and special events. The plan should include notifying the railroad and proceeding
forward with a traffic management plan to mitigate the possible traffic queues across the tracks.
5.2 Implementation Recommendations
The Agency and Railroad should perform thorough joint testing upon implementation of the preemption timing
and operation to confirm that the traffic signal controller hardware and firmware is operating according to the
design. Some of the testing that should be conducted are outlined below.
❖ Thoroughly test the programming of the traffic signal controller during advance preemption to ensure
the total right-of-way transfer time does not exceed 13.3 seconds (see preemption calculation form in
appendix D). If the Agency elects to make timing adjustments to the programmed minimum green time,
yellow change time or red clearance time, the combined sum must not exceed the maximum right-of-
way transfer time established on the preemption calculation form. If it is determined that additional
right-of-way transfer time is needed, the Agency must request an increase in APT from the Railroad.
❖ Thoroughly test the programming of the traffic signal controller during railroad preemption to ensure
the preemption clearance interval minimum time is in accordance with the design plans. The
preemption clearance interval is the programmed minimum time and phases in the preemption plan
settings of the traffic signal controller that are displayed for highway users which may be stopped in the
MTCD and CSD. While normally displayed as green indications and frequently referred to as track
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clearance green, the preemption clearance interval may be displayed as all -red indications, or some
combination of flashing and steady indications based on site specific needs.
❖ Confirm traffic signal controller can respond in a train restart. A train has the potential of stopping and
restarting within the grade crossing circuitry approach. In addition, nearby switching operations are
characteristics of this location and may result in multiple preemption and warning system activations
within a short period of time. After receiving the preemption call from the first train event, the traffic
signal controller must be able to return to the track clearance interval and provide an opportunity to
clear a design vehicle from the MTCD during any subsequent train event. Additional logic may be
required depending on the traffic signal controller hardware and firmware.
❖ Thoroughly test all interconnection circuits to ensure the circuitry involving both the traffic signal and
railroad are fully operational at the time of implementation. Testing should be conducted to evaluate
communications between the traffic signal and railroad circuitry and ensure the requested circuits
operate as designed.
6 CONCLUSION
Benesch is providing this report as recommendations for improvements to the traffic signal and railroad
operations at this grade crossing location in regard to railroad preemption. Further discussion and collaboration
should take place between the Agency and Railroad in order to address the concerns discussed in this report.
Future changes in design outside the scope of this report or upgrades after implementation of the
recommendations put forth in this report will require further collaborative work and review by the Agency and
Railroad.
The Railroad respectfully requests that the Agency continue to consult and partner with them in this process.
The Railroad requests that the Agency provide the traffic signal timing and wiring information with the
construction schedule at least two months prior to the traffic signal controller bench testing (if required) and
four months prior to the proposed cutover with the Railroad.
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©2021 17 U.S.C.; 23 U.S.C. § 409 Document
APPENDIX A - REFERENCES
❖ 23 C.F.R. 646, Subpart B, Railroad -Highway Projects. Code of Federal Regulations (C.F.R.)
❖ 49 C.F.R. 392.10, Railroad Grade crossings; Stopping Required. Code of Federal Regulations (C.F.R.)
❖ 17 U.S.C., Copyright. United States Code (U.S.C.)
❖ 23 U.S.C. 409, Discovery and admission as evidence of certain reports and surveys. United States Code
(U.S.C.)
❖ AREMA (2019). Manual for Communications and Signals, Volume 1, Section 3 (C&S Manual). Landover, MD:
American Railway Engineering and Maintenance -of -Way Association (AREMA).
❖ ATBCB (2013). Public Rights -of -Way, Accessibility Guidelines. Architectural and Transportation Barriers
Compliance Board (ATBCB).
❖ FHWA (May 2012). 2009 Manual on Uniform Traffic Control Devices (MUTCD) - Revision 2. Federal Highway
Administration (FHWA).
❖ FHWA (2019). Highway -Rail Crossing Handbook —3rd Edition. Federal Highway Administration (FHWA).
❖ FRA (July 25, 2012). Technical Bulletin 5-12-01, Guidance Regarding the Appropriate Processes for the
Inspection of Highway -Rail Grade Crossing Warning System Pre-emption Interconnections with Highway
Traffic Signals. Federal Railroad Administration (FRA).
❖ FRA (October 1, 2010). Federal Register Volume 75, Issue 190 - Safety Advisory 2010-02, Signal Recording
Devices for Highway -Rail Grade Crossing Active Warning Systems that are Interconnected with Highway
Traffic Signal Systems. Federal Railroad Administration (FRA).
❖ ITE (April 2019). Preemption of Traffic Signals Near Railroad Crossings. Washington, DC. Institute of
Transportation Engineers (ITE).
❖ NTSB (2003). Collision Between Metrolink Train 210 and Ford Crew Cab, Stake Bed Truck at Highway -Rail
Grade Crossing in Burbank, California, on January 6, 2003, Highway Accident Report NTSB/HAR-03/04.
Washington, DC: National Transportation Safety Board (NTSB).
❖ TRB (2015). National Cooperative Highway Research Program (NCHRP), Report 812, Signal Timing Manual,
Section 6.1.3.2 - Minimum Green Based on Driver Expectancy, Transportation Research Board (TRB)
❖ TRB (2003). National Cooperative Highway Research Program (NCHRP), Report 493, Evaluation of Traffic
Signal Displays for Protected/Permissive Left -Turn Control. Transportation Research Board (TRB).
❖ TRB (2017). National Cooperative Highway Research Program (NCHRP), Synthesis 507, Traffic Signal
Operations near Highway -Rail Grade Crossings. Transportation Research Board (TRB).
❖ TTI (March 2002). Report 1752-9, The Preempt Trap: How to Make Sure You Do Not Have One. Texas A&M
Transportation Institute (TTI).
❖ TXDOT (March 2009). Form 2304 Instructions, Instructions for the Guide for Determining Time Requirements
for Traffic Signal Preemption at Highway Grade Crossings. Texas Department of Transportation (TXDOT).
❖ TXDOT (March 2009). Form 2304, Guide for Determining Time Requirements for Traffic Signal Preemption at
Highway Grade Crossings. Texas Department of Transportation (TXDOT).
❖ USDOT—TWG (June 1, 1997). Implementation Report of the USDOT Grade Crossing Safety Task Force.
Department of Transportation —Technical Work Group (DOT-TWG).
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APPENDIX B - END NOTES
A Interconnection Circuits:
The interconnection is the means by which information is shared between a grade crossing warning system and
a traffic control device. While the most frequent use of an interconnection is for preemption of a traffic signal
controller, other uses involve train activated advance warning beacons, illumination of blank -out signs, remote
notification of a crossing occupied by a train or activation of a wayside horn.
Interconnection circuits are most commonly found as a combination of various individual control functions
necessary to implement the desired preemption operation. They typically use one or more conductors in a cable
to deliver the required function. However, some agencies utilize safety -critical data circuits to provide the
interconnection. In some cases, these data circuits contain the vehicle and pedestrian signal status as a part of
the message. This type of circuit is more commonly found where advanced monitoring or automated testing of
the preemption operation is desired.
Excluding the data circuits, discrete interconnection circuits require a source of power from the traffic signal
controller to operate. The power for the interconnection circuits should meet the following criteria:
• Applied energy should not exceed 28 Vac or Vdc. While many interconnection circuits have historically
used 120 Vac, this presents a potential safety hazard to maintenance personnel in the railroad warning
system enclosure.
• Applied energy should be from an isolated (non -grounded) source.
• Applied energy should be over -current protected, especially if a potential greater than 28 V is used.
The use of a simple 120 Vac to 24 Vac transformer or a DC power supply that incorporates a step-down
transformer will satisfy the first two bullet points listed above.
The following is a listing of the most commonly encountered interconnection circuits in use. Because each grade
crossing has preemption needs based on site -specific conditions, not all the circuits are used at every location. It
is also possible that based on a specific need, an interconnection circuit other than those identified here may be
implemented. Regardless, every circuit should be evaluated for necessity and where a special circuit is
implemented, a hazard analysis should be performed to assess the failure modes and effects.
In reviewing the advance preemption circuits, three circuit types are identified, APP, AVP and AP. The actual
usage is typically AP alone or AVP and APP together. Generally, the time provided by the grade crossing warning
system where an AP circuit is used equals the sum of the time where an APP and AVP circuit are used. In many
cases, where the preemption operation necessitates that additional time be provided for pedestrian change
interval, separating the APP from AVP provides a means to maintain the AVP preemption time under the AREMA
50 second time limit for SDT— ERT.
B Advance Preemotion Circuit:
The Advance Preemption (AP) circuit provides an input to the traffic signal controller to initiate preemption
operation a calculated amount of time before activation of the grade crossing warning devices. The time
between when the preempt call is made to the traffic signal controller and when the warning devices become
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active is known as Advance Preemption Time (APT). The AP circuit is used to terminate any active non -
Preemption Clearance Intervals and transition to the programmed Preemption Clearance Interval.
c Supervised Circuit:
The supervised circuit is used to safeguard the reliability of railroad preemption activations by monitoring the
integrity of the interconnection cable between the grade crossing warning system and the traffic signal system.
While any interconnection circuit can include a Supervised Circuit, it is typically only implemented with the
highest priority preemption interconnection circuit. The supervised circuit does not provide any operational
control functions in the normal preemption sequence or timing. During railroad preemption activations, the
Advance Preemption (AP) circuit or Advance Vehicle Preemption (AVP) circuit (advance preemption operation to
Preemption Clearance Interval) or the crossing active circuit (simultaneous preemption operation to Preemption
Clearance Interval) opens upon notification of a train approaching the crossing, while the corresponding
supervised circuit closes. Under normal conditions, the supervised circuit is out -of -correspondence with its
associated preemption circuit. In other words, one circuit is closed and the other is open. In the event of a
failure of the interconnection cable or system, the supervised circuit will be in -correspondence with the
associated preemption circuit, where both circuits are either open or both circuits are closed. The in -
correspondence condition indicates that an interconnection fault has occurred to the traffic signal controller.
These types of system failures can be caused by a number of differing conditions, including but not limited to,
underground excavation work exposing the cable and cutting the railroad interconnect cable, loose connections
in either the traffic signal cabinet interconnection system or the railroad cabinet, and potential shorted or open
circuits between conductors in the interconnection cable. When a failure is indicated by the supervised circuit,
the traffic signal controller must be capable of acknowledging the fault and the Agency must program the
necessary response in the traffic signal controller. The programming should provide for appropriate preemption
operations while also considering the need for a system inspection with the information provided by the
supervised circuit. For example, with an interconnection fault indicated by the Supervised Circuit, consider
serving the programmed Preemption Clearance Interval and then proceeding to an all -red flashing condition.
This setting will provide a gradual transition by allowing vehicle movements to clear the tracks prior to
proceeding to a state in which the Agency can be notified of a malfunction that must be addressed and repaired
before the traffic signal can be restored to normal operation. The supervised circuit maybe used in both single -
break and double -break configurations.
Advance Preemption Circuit Supervised Single -Break
RAILROAD
PREEMPTION
CIRCUITS
APR
SUPERVISED
ENERGY BX+
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PREEMPTION
INTERFACE PANEL
City of Fayetteville I DOT# 667203Y 1 14
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Advance Preemption Circuit Supervised Double -Break
RAILROAD
PREEMPTION
CIRCUITS
APR
4DVANCE PREEMP
4NCE PREEMP
SUPERVISED
SUPERVISED
ENERGY BX+
ENERGY NX-
D Crossing Active Circuit:
TRAFFIC SIGNAL
PREEMPTION
INTERFACE PANEL
The crossing active circuit, commonly referred to as the "XR" or "XC" circuit, will notify the traffic signal
controller at the start of the railroad active warning system operation. The crossing active circuit is used to
initiate preemption where simultaneous preemption is used. In advance preemption operation, the crossing
active circuit is used to address conditions where the railroad, by nature of its operations, provides less than the
calculated preemption time. Various train moves in the vicinity of the crossing may require a different
preemption plan in the traffic signal controller that demands a truncated or eliminated minimum green, walk
and/or pedestrian clearance time where the preemption time is shortened. The crossing active circuit can be
beneficial in accommodating a train restart move or second train event if the crossing has more than one track.
For example, if an approaching train stops before reaching the crossing where motion sensing circuits are in
place and the train has remained stopped for approximately 20 seconds, the active warning system will recover
as long as the train stops short of the island circuit. When this occurs, the gates will ascend, and the preemption
call ceases in the traffic signal controller. Once the train resumes movement towards the crossing, the APT can
be reduced or even eliminated since the train has already entered the approach and the warning devices will
reactivate. In this situation, the traffic signal should attempt to reach the Preemption Clearance Interval in a safe
but also prompt manner. Under these circumstances, the railroad operating rules regulate train movements
through the crossing which commonly involves the train crew procedure of guaranteeing that the crossing is
clear of vehicles and the gates are fully descended before proceeding over the crossing. The crossing active
circuit is also commonly used to active blank -out signs used to restrict turns toward the grade crossing.
Ahbenesch
City of Fayetteville I DOT# 667203Y 1 15
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
Advance Preemption Circuit Supervised Single -Break with Crossing Active Circuit
RAILROAD
PREEMPTION
CIRCUITS
APR
E Gate Down Circuit:
rNry L rrt�uv�r
- SUPERVISED
ROSSING ACTI'
ENERGY BX+
TRAFFIC SIGNAL
PREEMPTION
INTERFACE PANEL
The Gate Down (GD) circuit allows the traffic signal controller to know when the automatic gates are within
approximately five (5) degrees of horizontal. This will keep the Preemption Clearance Interval from terminating
prior to activation of the warning system and lowering of the automatic gates. The GD circuit plays a vital role in
preventing a preempt trap, which may occur following the advance preemption operations due to warning time
variabilities that ultimately result in drivers queued onto the tracks (see TTI Report 1752-9). Implementing a GD
circuit not only improves grade crossing safety, it also removes the need for excessive Preemption Clearance
Interval and furthermore reduces delays for the non -conflicting directions of traffic. Without a GD circuit, the
Preemption Clearance Interval time can be significantly longer to account for varying conditions. This could
result in the Preemption Clearance Interval holding longer than expected after the gates are horizontal,
frustrating drivers on all approaches to the traffic intersection.
RAILROAD
PREEMPTION
CIRCUITS
Gate Down Circuit:
GATE DOWN
ENERGY FROM APR
BACK CONTAC
TRAFFIC SIGNAL
PREEMPTION
INTERFACE PANEL
�benesch
City of Fayetteville DOT# 667203Y 16
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
F Traffic Signal Health Circuit:
A Traffic Signal Health (TSH) circuit notifies the railroad equipment of a failure in the traffic signal control
equipment. This is a 12 V do circuit which is normally energized and fused for 500 mA. In the event the traffic
signal enters a flashing state, or the signals are dark (commercial power failure, signals off manually, backup
battery system depleted, etc.), this will de -energize the TSH circuit.
Traffic Signal Health Circuit:
RAILROAD
TRAFFIC SIGNAL
PREEMPTION
PREEMPTION
CIRCUITS
INTERFACE PANEL
TSH RELAY
0 0
R
+
TRAFFIC SIGNAL HEALTH +12'A"
R
TRAFFIC SIGNAL HEALTH -12V,
0 0
G Interface Methods:
When using railroad preemption interconnect circuits, additional equipment is normally required in the traffic
signal cabinets. Most traffic signal cabinet manufacturers, equipment manufacturers, and/or dealers can deliver
different interconnection methods dependent on the traffic signal cabinet type, controller type/brand, and
requested circuits. These methods include relay panels, solid state systems, or isolator cards. The Agency should
seek guidance on the types of interconnection systems and components that are available if they are not
familiar with current technology.
" Preemption Clearance Interval Minimum Time:
The Preemption Clearance Interval (PCI) is the programmed minimum time and phase(s) in the preempt plan
settings of the traffic signal controller that are displayed for highway users which may be stopped in the
Minimum Track Clearance Distance (MTCD) and the Clear Storage Distance (CSD). While normally displayed as
green indications and frequently referred to as track clearance green, the PCI may be displayed as all -red
indications, or some combination of flashing and steady indications based on site specific needs.
Based on the preemption system design, the minimum time required for the PCI must be adequate for the
Design Vehicle (DV) of maximum length to start in motion and clear the Minimum Track Clearance Distance
(MTCD). This period of time is known as the Queue Clearance Time (QCT). In addition, the PCI time must include
any Separation Time (ST) required. ST Is additional time added to the QCT to permit the DV to travel beyond the
MTCD before an approaching train enters the roadway.
Two different methods are used to determine the PCI based on the interconnect circuits that are installed:
Method 1—The PCI is the calculated period of time required for the Design Vehicle of maximum length to start
in motion and move clear of the Minimum Track Clearance Distance (QCT). The QCT is added to the ST and the
sum of the two is the minimum PCI time. When used with Advance Preemption, a Gate Down circuit must be
�benesch - --
City of Fayetteville I DOT# 667203Y 17
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
provided to overcome timing variability resulting from decelerating train moves approaching the grade crossing
or Right -of -Way Transfer Time variability known as a preempt trap. This is the most efficient method of
implementing the PCI minimum time.
Method 2 - The PCI is based on a combination of fixed time events. This method is also known as Timing
Correction. To determine the amount of time necessary, use the GREATER of two options: the QCT which is the
calculated time for the design vehicle to start in motion and clear the MTCD OR the APT plus an additional 15
seconds (APT + 15). Any desired Separation Time should be added to the result. Timing Correction requires the
use of a not -to -exceed advance preempt timer in the railroad warning system control circuits. A Gate Down
circuit is not required with Timing Correction. Using Method 2, the APT plus an additional 15 seconds (APT + 15),
is approximated based on the operation of the railroad warning system during a train movement. During
advance preemption operations, the completion of APT is immediately followed by the activation of the railroad
warning devices. From the initiation of the active warning system, it takes approximately 15 seconds from the
start of the flashing -lights to the complete descent of the automatic gate arms to a horizontal position. Timing
Correction shall not be used if the railroad circuitry does not include a not -to -exceed timer and the RWTT time is
not considered to be the maximum value. Timing Correction is only used with Advance Preemption operation.
When advance preemption operation is utilized, the recommended best practice method is to use gate down
circuitry to terminate the track clearance green interval, since the APT+15 or the queue clearance time methods
do not account for variations in the APT because of decelerating or accelerating trains.
'Maximum Preemption Timer:
The maximum preemption timer operates by timing out a preemption call if in excess to the expected or
calculated time and allows the traffic signal controller to exit the preemption plan. Since railroad active warning
systems are designed to "fail-safe", this timer can help improve traffic signal operations under these conditions.
For example, if a railroad warning system fails, the flashing light signals will stay active and the gates will remain
lowered indicating to the highway users that it is not safe to use the crossing. In addition, the traffic signal
continues to stay in the railroad preemption plan. By implementing a maximum preemption timer, this allows
the traffic signal to exit the existing preemption plan and proceed to an all -red flash mode allowing non -
conflicting traffic to move thru the intersection. It should be noted that not all traffic signal controllers have the
capability to transition to an all -red flashing mode at the expiration of the built-in maximum preemption timer.
Various traffic signal controllers will release the preemption call and return to normal operation which is not
recommended. Some controllers are limited to a maximum preemption timer value of 255 seconds which could
be short of the needed value. Internal controller logic or an external device will be needed to permit these
controllers to exit to a "fail-safe" mode. Engineering judgment should be exercised when deciding the
appropriate time for the maximum preemption timer. If the timer is programmed too short, the traffic signal
could exit preemption to all -red flash while the train is occupying the crossing. It is recommended that the
maximum preemption timer be programmed to a value greater than to two times the longest average train
movement, including any switching movements.
Preemption Operation and Maintenance Program:
To conform with the FRA Safety Advisory 2010-02, the Agency and the Railroad should establish a joint program
to annually perform an operational test of the preemption system.
Obenesch
City of Fayetteville I DOT# 667203Y 18
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
At a minimum the program should:
1. Ensure that no changes have been made to the traffic signal, grade crossing, active warning system, or
roadway that would alter operations of the highway grade crossing system or traffic signal from the
approved and agreed upon design.
2. Review any recorder logs (where available) to ensue correct operation.
3. Perform a test of the of the system when undergoing the maximum right-of-way transfer time.
4. Representatives from the both the traffic agency and railroad should be accounted for at the joint
inspection and test.
During traffic signal failure, the Agency should establish a plan of interim procedures until system issues can be
addressed:
1. If the traffic signal is dark due to power loss/manual operation or in a flashing mode, notify the Railroad
and provide flagger and/or law enforcement to monitor the grade crossing and ensure that highway
users safely travel over the tracks.
2. The Agency should inform the Railroad when the traffic signal has been returned to normal operation.
Contact the Railroad when any changes are made to the traffic signal, roadway geometry, or preemption
system. (See MUTCD 2009 Second Edition, Section 8A.02 Paragraph 6)
The Railroad must be notified by the Agency if a joint test will be conducted on the railroad preemption system.
If traffic density changes occur downstream of the crossing due to a lane closure or a high traffic volume event
which could cause queueing onto the crossing, the railroad should be contacted, and the Agency should provide
flagging or a temporary traffic control plan. (See MUTCD 2009 Second Edition, Section 8A.08 for additional
Information.)
�benesch
City of Fayetteville DOT# 667203Y 19
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
APPENDIX C - PREEMPTION CALCULATION FORM
benesch
City of Fayetteville I DOT# 667203Y 20
©2021 17 U.S.C.; 23 U.S.C. § 409 Document
Form 0
(03/3/09)
GUIDE FOR DETERMINING TIME REQUIREMENTS FOR Page 1of2
�TM TRAFFIC SIGNAL PREEMPTION AT HIGHWAY RAIL GRADE CROSSINGS
City AR, Fayetteville Date 06/17/2022
County Washington Completed by Benesch - Ft Worth
District 4 District Approval
Show North Arrow
Parallel Street Name
Razorback Rd
Traffic Signal 10 Parallel Street
Crossing Street Name
Track SH 16 (W 15th St)
Railroad ........... ........ F_ u Phase
X Warning Device
Railroad A&M Railroad Railroad Contact Jeromy Houchin
Crossing DOT# 667203Y Phone (479) 790-0647
SECTION 1: RIGHT-OF-WAY TRANSFER TIME CALCULATION
Preempt verification and response time Remarks
1. Preempt delay time seconds 1. 0.0 McCain ATC eX2, Omni eX
2. Controller response time to preempt (seconds).......................................2. 0 0 Controller type:
3. Preempt verification and response time (seconds): add lines 1 and 2........................................3. 0.0
Worst -case conflicting vehicle time
4. Worst -case conflicting vehicle phase number .........................4. F-1 Remarks
5. Minimum green time during right-of-way transfer seconds 5. 5.0
6. Other green time during right-of-way transfer seconds 6. 0.0
7. Yellow change time seconds 7, 4.0
8. Red clearance time (seconds) 8, 4.3
9. Worst -case conflicting vehicle time (seconds): add lines 5 through 8 .........................9. 13.3
Worst -case conflicting pedestrian time
10. Worst -case conflicting pedestrian phase number....................10. F1 Remarks
11. Minimum walk time during right-of-way transfer seconds 11. 0.0
12. Pedestrian clearance time during right-of-way transfer seconds 12. 0.0 Pedestrians omitted per
13. Vehicle yellow change time, if not included on line 12 seconds 13. 0.0 conference call with City on
14. Vehicle red clearance time, if not included on line 12 (seconds) .................14. 0.0 3/10/2021
15. Worst -case conflicting pedestrian time (seconds): add lines 11 through 14 ................15. 0.0
Worst -case conflicting vehicle or pedestrian time
16. Worst -case conflicting vehicle or pedestrian time (seconds): maximum of lines 9 and 15................16. 13.3
17. Right-of-way transfer time (seconds): add lines 3 and 16.................................................................17. 13.3
Crossing Stree
SECTION 2: QUEUE CLEARANCE TIME CALCULATION Form2304
D(03/09)
DVCD
Page 2 of 2
18. Clear storage distance (CSD, feet) ..............................
19. Minimum track clearance distance (MTCD, feet) .............
20. Design vehicle length (DVL, feet) ................................
21. Queue start-up distance, L (feet): add lines 18 and 19
DVL
Design vehicle
CSD = Clear storage distance
MTCD = Minimum track clearance distance
DVL = Design vehicle length
L = Queue start-up distance, also stop -line distance
DVCD = Design vehicle clearance distance
Remarks
........18. 166
........19. 38
........20. 75 Design vehicle type: Tractor -trailer
......I .............. 21. 204
Remarks
22. Time required for design vehicle to start moving (seconds): calculate as 2+(L+20) ......22. 12.2 Line 24-Grade <1.5%
23. Design vehicle clearance distance, DVCD (feet): add lines 19 and 20 ........23. F 113
24. Time for design vehicle to accelerate through the DVCD seconds 24. 14.8 Read from Figure 2 in Instructions.
25. Queue clearance time (seconds): add lines 22 and 24..................................................... 25. 27.0
SECTION 3: MAXIMUM PREEMPTION TIME CALCULATION
26. Right-of-way transfer time (seconds): line 17...................................... 26. 13.3
27. Queue clearance time (seconds): line 25........................................... 27. 27.0
28. Desired minimum separation time (seconds) ...................................... 28. 4.0
29. Maximum preemption time (seconds): add lines 26 through 28
SECTION 4: SUFFICIENT WARNING TIME CHECK
30. Required minimum time, MT (seconds): per regulations ...........30. 20
31. Clearance time, CT (seconds): get from railroad .....................31. 1
32. Minimum warning time, MWT (seconds): add lines..................................32. 21
33. Advance preemption time, APT, if provided (seconds): get from railroad ..... 33. 0
34. Warning time provided by the railroad (seconds): add lines 32 and 33
35. Additional warning time required from railroad (seconds): subtract line 34 from line 29,
round up to nearest full second, enter 0 if less than 0................................................
Remarks
... 29. 44.3
Remarks
Excludes buffer time (BT)
....34. 21
35. 24
f the additional warning time required (line 35) is greater than zero, additional warning time has to be requested from the railroad.
k1ternatively, the maximum preemption time (line 29) may be decreased after performing an engineering study to investigate the
)ossibility of reducing the values on lines 1, 5, 6, 7, 8, 11, 12, 13 and 14.
Remarks:
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City of Fayetteville, Arkansas - Budget Adjustment Form (Legistar)
Budget Year Division Adjustment Number
/Org2 ENGINEERING (621)
2022
Requestor: Matt Casey
BUDGET ADJUSTMENT DESCRIPTION / JUSTIFICATION:
Staff recommends approval of a Railroad Crossing Agreement with the Arkansas and Missouri Railroad (AMRR) in the
amount of $839,774.60 for the modifications required for the Razorback Rd. and 15th St. Intersection Project, approval
of a project contingency of $80,000.00, and approval of a budget adjustment.
RESOLUTION/ORDINANCE
COUNCIL DATE: 10/4/2022
LEGISTAR FILE ID#: 2022-0884
HoV y 3lack
911512022 1:35 PM
Budget Director Date
TYPE: D - (City Council)
JOURNAL #:
GLDATE: 10/4/2022
CHKD/POSTED:
TOTAL
Account Number
- -
Increase / (Decrease)
Expense Revenue
Proiect.Sub#
Project Sub.Detl AT
v.20220818
Account Name
4702.860.7222-5809.00
839,775 -
46020 7222 EX
Improvements - Street
4702.860.7222-5911.99
4702.860.7999-5899.00
80,000 -
(919,775) -
46020 7222 EX
46020 7999 EX
Contingency -Capital Project
Unallocated - Budget
H:\Budget Adjustments\2022_Budget\CITY COUNCIL\10-04-22\2022-0884 BA RR Agreement 1 of 1