HomeMy WebLinkAbout100-86 RESOLUTIONTRAFFIC CONTROL SIGNALIZATION
RESOLUTION NO. 100-86
A RESOLUTION EXPRESSING THE WILLINGNESS
OF THE CITY OF FAYETTEVILLE TO UTILIZE FEDERAL
AID URBAN SYSTEM MONIES FOR THE
SIGNALIZATION FO THE INTERSECTION OF U.S. ROUTE 471 (COLLEGE AVENUE)
AND MILLSAP ROAD
WHEREAS, the City of Fayetteville understands additional federal -aid
Urban System funds are available for traffic control signalization on
city streets at 100% Federal participation; and
WHEREAS, the City has determined that the top priority signalization
project is the intersection of U.S. Route 471 (College Avenue) and Millsap
Road; and
WHEREAS, the City understands that, when applicable, their matching
portion of this project will be 25% of the total cost of appraisal and
acquisition or right-of-way, relocation services, and adjustment of
man-made improvements, including utilities;
NOW THEREFORE BE IT RESOLVED BY THE BOARD OF DIRECTORS OF THE CITY
OF FAYETTEVILLE, ARKANSAS, THAT:
SECTION I: The City of Fayetteville will participate in accordance
with its designated responsibility in this project.
SECTION II: The City Manager is hereby authorized and directed
to execute all appropriate agreements and contracts necessary to expedite
the construction of the improvements on city streets.
SECTION III: The City of Fayetteville pledges its full support
and hereby authorizes the Arkansas State Highway and Transportation
Department to initiate action to construct this project.
THIS RESOLUTION adopted this 7th day of October, 1986.
'ATTEST:
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AGREEMENT OF UNDERSTANDIWOOM t
BETWEEN
THE CITY OF Fayetteville , ARKANSAS
AND
THE ARKANSAS STATE HIGHWAY
AND TRANSPORTATION DEPARTMENT
In Cooperation with the
U.S. Department of Transportation
Federal Highway Administration
RELATIVE TO
Installation and maintenance of traffic control signalization on the Federal -aid
Urban System.
WHEREAS, the 1978 Surface Transportation Assistance Act provides for 100% Federal -
aid funds for traffic control signalization on the Federal -aid Urban System, and
WHEREAS, the City has expressed its desire to participate in the Federal -aid
Urban System Program, and
WHEREAS, the City understands that the Department will adhere to the General
Requirements for recipients and subrecipients concerning minority business
enterprises as stated on the attachment,
IT IS HEREBY AGREED that the City of Fayetteville and the Arkansas State
Highway._and Transportation Department, in cooperation with the Federal Highway
Administration, will participate in a cooperative program for implementation,
and
HEREBY, accept the responsibilities and assigned duties as described hereafter.
THE CITY WILL:
1. Be responsible for satisfactory maintenance and operation of all traffic
signals and of all other improvements on that portion of the Federal -aid
Urban System not on the Arkansas Highway System. Failure to adequately
maintain and operate the facility in accordance with Federal -aid require-
ments will result in withholding future Federal -aid highway funds.
Be responsible for 25% of the total cost of appraisal and acquisition of
right-of-way, relocation services (when required), and adjustment of all
mah-made improvements, including utilities, for urban system projects not
on the Arkansas Highway System.
3. Be responsible for 100% of all preliminary engineering, right-of-way, and
other costs incurred should the City not enter into the construction phase
of the project.
4. Be responsible for any and all expenditures which may be declared non-
participating, including right-of-way and utilities as discussed in Item 2
above, where sufficient Federal -aid funds are not available to the City.
This is to be a joint agreement developed between the Department and the
City after preliminary project investigations have been completed and the
magnitude of the project determined.
5. Submit a letter to the Right -of -Way Division of the Arkansas State Highway
and Transportation Department stipulating the services relative to right-
of-way acquisition, appraisal, relocation and utilities that the City will
assume or request that the Arkansas State Highway and Transportation
Department handle some or all of these services.
6. Transmit to the Arkansas State Highway and Transportation Department a
copy of the Resolution from the City Council or Board of Directors which
requests a project and authorizes the Mayor or City Manager to execute
contracts with the Arkansas State Highway and Transportation Department
for projects on city streets.
7. Submit to the Arkansas State Highway and Transportation Department 5% of
the estimated total project cost before preliminary engineering begins.
Submit to the Department the local matching share, when applicable, before
the project is advertised for construction letting.
9. Make no alterations to the improvements constructed under the Urban System
Program without first consulting with the Arkansas State Highway and
Transportation Department.
10. Maintain or adopt_regulations..andordinances as necessary for_:oroper
operation or the improvements.
11. Be responsible for the necessary enforcement of operations as required by
improvements on the Arkansas State Highway System and the Urban System.
12. Hereby attest that the employment policies and practices with regard to its
employees, any part of whose compensation is reimbursed from Federal funds,
will be without regard to race, color, creed, or national origin.
13. Be responsible for any award made by State Claims Commission or Board of
Arbitration, as set up by Minute Order 85-060, that is declared a non-
federal participating cost.
THE ARKANSAS STATE HIGHWAY AND TRANSPORTATION DEPARTMENT WILL:
1. Be responsible for administering Federal -aid Urban System funds and for
supervision of improvement projects funded through the Federal -aid Urban
System Program.
2. Provide technical assistance to the City upon request for continuing the
Federal -aid Urban System Program.
3. Provide technical assistance upon request for developing the necessary
plans and specifications for all Federal -aid Urban projects.
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4. Provide a continuing traffic engineering function for those urban areas
where a continuing transportation planning process is not established.
S. When requested, provide the necessary services relative to right-of-way
acquisition, appraisal, relocation, and utility adjustments and will be
reimbursed for costs involved in performing these services.
IT IS FURTHER AGREED that, should the
and assigned duties as related in the
the City from future participation in
City fail to fulfill its responsibilities
Agreement, such failure will disqualify
the Federal -aid Urban System Program.
IN WITNESS WHEREOF, the parties thereto have
7th day of October , 1986.
ARKANSAS STATE HIGHWAY -. .
AND TRANSPORTATION DEPARTMENT
Director of Highways
and Transportation
executed this Agreement this
CITY OF Fayetteville
City Manager
GENERAL REQUIREMENTS
FOR
RECIPIENTS AND SUBRECIPIENTS
CONCERNING MINORITY BUSINESS ENTERPRISES
It is the policy of the Department of Transportation that minority business
enterprises as defined in 49 CFR Part 23 shall have the maximum opportunity to
participate in the performance of contracts financed in whole or in part with
Federal funds under this agreement. Consequently the MBE requirements of 49 CFR
Part 23 apply to this agreement.
The recipient or its contractor agrees to ensure that minority business enter-
prises as defined in 49 CFR Part 23 have the maximum opportunity to participate
in the performance of contracts and subcontracts financed in whole or in part
with Federal funds provided under this agreement. In this regard all recipients
or contractors shall take all necessary and reasonable steps in accordance with
49 CFR Part 23 to ensure that minority business enterprises have the maximum
opportunity to compete for and perform contracts. Recipients and their contrac-
tors shall not discriminate on the basis of race, color, national origin, or sex
in the award and performance of DOT -assisted contracts.
If as a condition of assistance the recipient has submitted and the Department
has approved a minority business enterprise affirmative action program which
the recipient agrees to carry out, this program is incorporated into this
financial assistance agreement by reference. This program shall be treated as
a legal obligation and failure to carry out its terms shall be treated as a
violation of this financial assistance agreement. Upon notification to the
recipient of its failureto carry out the approved program the Department shall
impose'such- sanctionS aS noted in 49 CFR Part 23, Subpart E, whiCh sanctions may
include termination of the agreement or other measures that may affect the
ability of the recipient to obtain future DOT financial assistance.
The recipient shall advise each subrecipient, contractor, or subcontractor that
failure to carry out the requirements set forth in Subsection 23.43(a) shall
constitute a breach of contract and, after the notification of the Department,
may result in termination of the agreement or contraCt by the recipient or Such
remedy as the recipient deems appropriate.
(NOTE: Where appropriate, the term "recipient" may be modified to mean
"subrecipient," and the term "contractor" modified to include "subcontractor.")
FAYETTEVILLE, ARKANSAS
OFFICE OF CITY MANAGER
P. 0. DRAWER F 72702 (501) 521-7700
October 22, 1986
Mr. C. E. Venable
Assistant Chief Engineer
Arkansas State Highway
and Transportation Department
P. 0. Box 2261
Little Rock, AR 72203
Dear Mr. Venable,
Enclosed you will find two copies of the resolution and agreement
for the installation of traffic signals at the intersection of Millsap
Road and College Avenue (Highway 471) in the City of Fayetteville.
We sincerely appreciate the cooperation of the Highway Department
in this matter. Please feel free to contact me if there is any way
I might assist in expediting this project.
Thank you.
Sincerely,
Donald L. Grimes
City Manager
DLG:jef
Enclosures
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',AN EVALUATION OF -THE
-COLLEGE AVENUE SIGNAL SYSTEM
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PROVIDED .THROU.GH THE -
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_AS-SISTANCE PROGRAM__
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SEPTEMBER 1985 -
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Apt
Introduction
Scope of Services
Background
Signal System Description
Timing Plan Development
TABLE OF CONTENTS
Data Collection and EvaluiatlonMethodology
Findings
Summary
Conculslons and Recommendations
Tables
References
Appendix A
Appendix B
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INTRODUCTION
The Arkansas Highway Safety Program (AHSP) of the State of Arkansas has
recognized a need for providing professional traffic engineering services for
Arkansas Cities and Counties. AHSP provides these services as a part of a
program entitled the Traffic Engineering Assistance Program (TEAP). This
program provides consulting engineering services and special expertise to
assist the staff of local jurisdictions with traffic safety and traffic
operations problems. In November, 1984, in response to the TEAP, the City (Df
Fayetteville requested that traffic engineering services be provided by AHSP in
relation to a need for a formal evaluation of the operation of a time -base
coordination traffic signal system operating at six (6) intersections on
College Avenue (S.R. 471) in the City of Fayetteville.
This report documents the results of "before and after" traveitime studies and
intersection delay studies used to evaluate the travel characteristics on
College Avenue before the time -based coordination traffic signal system
improvements were installed and after the Improvements were Installed and made
operational. The results of this "before and after" evaluation are used to
assess the degree of Improvements afforded by the time -base coordination
system. This report also provides a description of the coordination system and
presents comparative data assembled from "before and after" traveltime studies
Collected as a part of the evaluation process.
SCOPE QE SERVICES
Work associated with this project was confined to College Avenue (S.R. 471) in
the City of Fayettevil le at six (6) signalized intersections which are shown on
the Vicinity Map of Figure 1.
This report documents services provided in relation to the project and
describes the findings of the evaluation. Specific tasks performed include the
following:
• Preparation of field data forms and data collection procedures.
• Instruction of City personnel whom assisted in the data collection.
• Collection of Intersection delay field data.
• The conduct of traveltime-delay runs.
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• Analysis of findings.
• Documentation of results.
BACKGROUND
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in addressing the problem of congestion and vehicle/occupant delay, and In
recognition of a need to reduce energy consumption and air pollutants, the City
of Fayetteville purchased and Installed state -of the -art time -base coordination
traffic signal control equipment for use on College Avenue.
Three (3) of the signalized intersections on this north -south arterial street
were previously controlled by a variety of Isolated, actuated, control
equipment. Three (3) other Intersections have the capability of coordinated
operation through a hard -wire system; but this system operated In a zero -offset
or simultaneous mode.
Figure 1 shows the project area and the location of the signalized
intersections. A more complete description of signal equipment and conditions
at each intersection is provided in the next section of this report.
SIGNAL 5ISIEH PESCRIPTION
The following is a brief summary of the existing geometric conditions as well
as the type of traffic signal equipment at each intersection included in the
1 project.
College Avenue and Sycamore Street: Traffic signal equipment at this
1 intersection includes 12" signal heads for all approaches, mounted on monotube
mast arms. Control equipment is an actuated TRANSYT two (2) phase signal
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controller with a TRANSYT time -base coordinator unit. College Avenue in this
area has three (3) lanes per approach including separate left turn lanes.
Sycamore Street has one (1) lane per approach. The adjacent land use is high-
density commercial and retail.
College Avenue And Evelyn Hills_ Shopping Center: Traffic signal equipment at
this intersection includes 12" traffic signal heads mounted on monotube mast
arms. College Avenue has three (3) lanes for the southbound approach including
a separate left turn lane for southbound to eastbound traffic and two (2) lanes
for the northbound approach. Evelyn Hills, a major driveway serving a large
shopping center, Intersects Col lege Avenue on its east side and has one (1)
lane for the approach. Control equipment at this intersection Is a TRANSYT
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three (3) phase fully actuated traffic signal controller with a TRANSYT time -
base coordinator unit. The surrounding area is high-density commercial and
retail.
College Avenie AAA North Street: All traffic signals at this intersection are
12" In diameter and are mounted on monotube mast arms and poles. Additionally,
pedestrian signals are provided on the north and east legs of the Intersection.
Control equipment is a TRANSYT six (6) phase ful ly actuated controller with
separate left turn phases for traffic turning from College Avenue and a TRANSYT
time -base coordinator unit. Col lege Avenue in this area has three (3) lanes
per approach including separate left turn lanes.
North Street is two (2) lanes per approach including separate left turn lanes.
Each approach from North Street Is also assigned a separate signal phase. The
land use adjacent to this Intersection is light commercial as well as a
regional medical facility, located In the northwest quadrant.
College Avenue and Maple Street: All traffic signals at this intersection are
12" in diameter and are mounted on monotube mast arms and poles. Control
equipment at this intersection is a -Crouse -Hinds SP -40 two (2) phase pre -timed
control ler. College Avenue has three (3) lanes per approach including separate
left turn lanes. Maple Street has one (1) lane per approach. This
intersection is interconnected by "hard wire" to College Avenue and Lafayette
Street, and College Avenue and Dickson Street. The land use around this
intersection is high-density commercial.
College Avenue and Lafayette Street: All traffic signals at this intersection
are 12". In diameter and are mounted on monotube mast arms and poles. Control
equipment is a Crouse Hinds SP -40 two (2) phase pre -timed control ler. As
mentioned in the previous paragraph, this Intersection is interconnected to
College Avenue and Maple Street, and College Avenue and Dickson Street.
College Avenue at this intersection has two (2) lanes per approach and
Lafayette Street has one (1) lane per approach. The lend use around this
intersection 1s high-density commercial use.4
ColIpge Avenue and Dickson Street: All traffic signals at this intersection are
12" in dlamater and mounted on monotube mast arms and poles. Traffic control
at this intersection is provided by a Crouse Hinds SP -40 three (3) phase pre-
timed control ler. The third phase at this intersection provides protection for
the northbound to westbound left turn. A TRANSYT time -base coordinator unit is
used to supervise this intersection as well as College Avenue and Lafayette and
College Avenue and Maple Street. This time base coordinator also provides
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coordination with the intersections of College Avenue and Sycamore, College
Avenue and Evelyn Hills, and College Avenue and North Street. College Avenue
has three (3) lanes per approach with separate left turn lanes at thls
intersection. Dickson Street has two (2) lanes per approach. The land use
surrounding the Intersection is commercial.
Prior to the installation of the TRANSYT time -base coordinator described above,
the SP -40 pre -timed controller at this intersection was used as a master
control ler to supervise this intersection as well as the intersections of
College Avenue and Lafayette Street, and College Avenue and Maple Street.
However, due to limitations imposed on the hardware (timing offsets at all
three (3) intersections "hard wired" to zero); simultaneous operation of this
three (3) intersection system was mandatory.
JIVING PLAN DEVELOPMENT
The time -base coordination equipment was Installed at the intersections on
College Avenue in November 1983. Traffic volumes and traffic operating
characteristics at each of the intersections were studied and this information
u sed to develop candidate timing plans for the coordination system.
Ultimately, City personnel elected to use only one (1) timing plan for the
signal system. This timing plan has a 90 -second cycle length and is
operational from 7:00 A.M. until 10:00 P.M. from September thru May, while the
University of Arkansas is In regular session. In the summer months, this plan
is operational from 7:00 A.M. until 6:00 P.M. Figure 2 is a time -space diagram
which depicts the green bands and timing offset relationships for this timing
plan.
A digital computer prdgram, PASSER 11 (Progression Analysts Signal System
Evaluation) was used to develop the timing plan. PASSER 11 is a multi -phase
signal progression program originally developed by Dr. Carroll Messer of the
Texas Transportation Institute, Texas A 8 M University. This program Is
commonly used to develop phase interval times and signal timing offset
relationships for arterial streets. It produces, in addition to the referenced
t ime settings, time -space diagrams which show graphically, signal progression
and band widths for each direction along the arterial street. Additional ly,
✓ olume -to -capacity ratios (v/c) are calculated and presented for use in
analyzing intersection approaches which may be capacity deficient.
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QBTB COI (ECT ION /HE EVAWATION NETMODXLOGY
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1 "Before and after" data were collected by which to quantitatively evaluate the
performance of the coordinated signal system. The study methodology Involved
' two basic procedures, one to evaluate vehicle delay at the Intersections and
the other to evaluate traveltime and delay along the study route. The
Intersection delay portion of the evaluation was conducted during peak traffic
' conditions. The traveltime-delay evaluation was performed during each of the
"average" and PM peak -hour traffic conditions.
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To compile meaningful data, at least four (4) traveltime runs in each direction
The "before" evaluation was not actual ly conducted before the system was
installed, but rather was performed by manual ly turning off the coordination
equipment to simulate "before" conditions. A check was made to be sure that
actuated control equipment timing was optimal before the evaluation was made.
The "after" phase of the evaluation was conducted with the evaluation equipment
in operation.
Each of the two study procedures are described below:
Traveltlme-Delay Study Procedures
The traveltime-delay study procedures used to assess the time -base coordination
signal system operation was a typical before/after procedure based on moving
car traveltime studies. An example of the field data form used for the
traveltime-delay study runs is included in Appendix A. The first phase
established a base measure of system operation prior to implementation of the
new system and timing patterns; the second phase established a measure of the
system operation following implementation.
The proper number of traveltime samples necessary to determine the traveltime
along a particular section of roadway depends on both the length of the section
and the variability of traffic flow along the route.
1 of travel along the study street should be made during each of the time periods
tc be evaluated. If a high degree of variability is found in the individual
measurements for each run, then traveltime runs should be repeated until the
1 mean traveltime has been calculated with confidence. Six (6) traveltime runs
In each direction of travel were made as a part of this evaluation.
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Dey=ofweek and month -of -year for the data collection should be selected so
results represent traffic condltlons most representative of those found to
exist throughout the year. Special events or seasonal variations in traffic
flow are sometimes of interest and should be studied separately.
Comparative traveltime-delay data for each traffic period was collected and
included: traveltime, travel speed, number of stops and delay. A comparison of
these data for the "before" and "after" conditions was used to assess the
effectiveness of the system and timing In achieving operational Improvements.
It should be noted that there was no significant change In daily traffic
✓ olumes for the study route during the time from before the system was
Installed to the time after the coordination equipment was installed and made
operational.
Intersection Delay Study Methodology
Intersection delay studies are conducted to evaluate the performance of
intersections in allowing traffic to enter and pass through or enter and turn
onto another route. The effectiveness of the traffic control et the
intersection Is a primary factor evaluated In these studies. Intersection
delay studies that were conducted as a part of this project were performed in
accordance with procedures described in Chapter 8 of the Manual Qn TrAfflr
Engineering Studies (Ref.No.7).
Procedure: Data for intersection delay studies were conducted manually by City
o f Fayetteville personnel in accordance with procedures established by the
Consultant. The form used to record the field date is shown in Appendix B of
this report.
At a pre -determined starting time, observers count and record the number of
vehicles stopped on each approach for each observation time (in this case every
15 seconds). A vehicle is counted more than once if the delay causesit to
continue to be stopped at subsequent observation times. That is, a particular
✓ ehicle is counted in each observation interval during which time it had
remained stopped at the intersection approach.
A separate tabulation of each approach volume is made for each one -minute time
interval by classifying the vehicles as either "stopping" or "not stopping".
Analysis: By conducting the intersection delay studies for each approach to
all six (6) signalized intersections in the project area for "before" and
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"after" implementation of coordinated timing plans, comparison can be made of
certain summary statistics. The fol lowing statistics were summarized and
compared for each signalized intersection "before" and "after" the
Implementation of the coordinated timing plan:
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• Total Stopped Time Delay (In Vehicle Seconds):
Total number of vehicles stopped multiplied by the sampling Interval.
• Average Stopped Time Delay Per Stopped Vehicle (In Seconds):
Total delay divided by the number of vehicles that are stopped on
the Intersection approach during the period of delay measurement.
• Average Stopped Time Delay Per Approach Vehicle (In Seconds):
Total delay divided by the sum of stopping and non -stopping vehicles
that arrive on the intersection approach during the period of delay
measurement.
• Percentage Of Vehicles Stopped:
Ratio of number of stopped vehicles to the traffic volume on the
approach to the intersection.
FINDINGS
ROUTF ANALYSIS
The Time -Base Coordination system performance was analyzed with regard to
traveltime, travel speed, number of stops and stop or delay time along College
Avenue. Table i details these findings. The fol lowing is summarized from the
route analysis.
• Improvements (reductions) were substantial for traveltime, stopped time
and number of stops. Significant increases in travel speed occured as
well. Such improvements were experienced for all time periods evaluated.
• Traveltime improvements were:
EGL An Average Reduction Di
Average Weekday Off Peak Hours 17%
Average Weekday PM Peak Hours 10%
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• Number of stops were reduced:
For
Average Weekday Off Peak Hours
Average Weekday PM Peak Hours
Stopped time was reduced:
An Averagq Reduction Of
b7%
70%
For As Average Reduction Of
Average Weekday Off Peak Hours 51%
Average Weekday PM Peak Hours 47%
• Travel speed was Increased:
For An Average Increase Of
Average Weekday Off Peak Hours 20%
Average Weekday PM Peak Hours 13%
System improvements were experienced as indicated above while dally traffic
volumes had no significant change during the time periods "before" and "after"
system installation.
BENEFIT—COST EVALUATION
Anticipated cost saving benefits from more efficient traffic control systems
are In the form of reduced stops and delay time, improved operating speed as
well as fewer traffic accidents due to smoother traffic flow. No attempt is
made in this report to quantify benefits associated with reduction in traffic
accidents. Other incidental benefits include reduced fuel consumption and
vehicle emissions. Examples of these benefits are illustrated In a following
section of this report.
It is beyond the scope of this report to perform a detailed benefit/cost
analysis. However, an example of motorists, operations and time savings
associated with system improvements has been prepared, and the results are
described below.
A report from the National Cooperative 'Highway Research Program (NCHRP) (Ref.1)
details data and procedures for determing operating costs for vehicles at
various speeds. An average running (moving) speed of 26 mph was used In this
provides adjustments and updated cost data. Using data from these two sources,
the following values are derived:
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Operating'costs (fuel, tires oil maintenance,
.depreciation)
Idling cost
Value of time (min.. wage)
$18.84/1000 Stops
$ 0.780/Vehicle-Hour
$ 3.35/Person/Hour
The daily performance Improvements for stops and delay shown in Table 1 for
College Avenue were converted to a dol lar estimate as follows:
• Stops 37,280 fewer stops at $0.01884/Stop =
• Vehicle operating costs during stopped time
delay, 244.3 veh-hours at $0.780/Veh-hr. =
• Vehicle occupant time while stopped 244.3
veh-hrs. at 84.355/veh-hr.
($3.35 x 1.3 persons/veh)
Total Daily Savings:
$ 702.36
190.71
1,063.93
$1,957.00
These savings are typical of an average day for vehicles operating on College
Avenue. Additional savings would be associated with reductions to side street
delay resulting from the system operation. These additional savings are not
quantified.
Secondary Benefits
Among the important secondary benefits gained from efficient signal system
operation is a reduction In fuel consumption and to pollutant emissions.
Fuel:
Referring again to the Improvements noted In Table 1 for Col lege Avenue and
applying appropriate fuel consumption rates yields the estimated fuel savings
indicated below:
• Fuel savings due to reduced stops:
37,280 stops x 7.4 gallons/1000 stops
(see Ref.2, Figure A-2) = 276 Gallons
lDIPETERS ! ASSOCIATES -
ENGINEELSLittle Rock. Mae
1
1
1
1
1
1
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1
1
1
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•
* Fuel savings due to decreased stopped time:
244.3 veh-hrs x gallons/1000 veh-hrs
(see Ref. 2, Figure A-4) _
Total Daily Savings:
Air Quality
159 Gallons
435 Gallons
Air quality Impacts of reduced stops and delay can be quantified by applying
emission rates found in Reference 2 to the Improvements noted In Table 1 for
College Avenue. The emission rates used are:
Pollutant
Carbon Monoxide (CO)
Hydrocarbon (HC)
Nitrogen Oxides (NOX)
The estimated daily reduc
• Carbon Monoxide:
Stops: 37,280 stops x 14.0/1000 =
Delay: 244.3 veh-hrs x 2,430/1000 =
Total Carbon Monoxide reduction:
• Hydrocarbons:
Stops: 37,280 stops x 1.0/1000 =
Delay: 244.3 hrs x 160/1000 =
Total Hydrocarbons reduction:
Due to Stoppiu
14 lbs/1000 stops
1.0 Ib/1000 stops
2.0 lbs/1000 stops
While Idlinr
2,430 lbs/1000 veh-hrs
160 lbs/1000 veh-hrs
50 lbs/1000 veh-hrs
tion of emissions is summarized as follows:
522
594
1116 LBS.
37
39
76 LBS.
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