LINCOLN AVENUE TRAFFIC SIGNAL SYNCHRONIZATION (TSS) PROJECT TASK 6: FINAL TIMINGS AND EVALUATION TECHNICAL REPORT

Transcription

1 FINAL LINCOLN AVENUE TRAFFIC SIGNAL SYNCHRONIZATION (TSS) PROJECT TASK 6: FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Submitted by: Submitted to: 201 South Anaheim Boulevard Suite 502 Anaheim, California September 12, J121776

2 TABLE OF CONTENTS Executive Summary... E 1.0 Introduction Background Purpose of this Document Data Collection Average Daily Traffic Turning Movement Counts Traffic Collision Analysis Existing Signal Timing Field Review Synchronization System Construction Signal Operation Communications Proposed Coordination Timing Plans Agency Request Proposed Vehicle and Pedestrian Timing Parameters Critical Cycle Length, Signal Groupings and Time of Day Evaluation Implementation and Fine Tuning Fine Tuned Cycle Lengths Fine Tuned Hours of Coordinated Operation Before and After Studies Travel Time Studies Measures of Effectiveness (MOE) Floating Car Method MOEs Project Benefits Travel Time And Delay Studies Video Comparison Tool Page i

3 LIST OF TABLES Table 2.1: Existing Corridor 24 Hour Traffic Volumes Table 2.2: Existing Corridor Coordination Cycle Lengths Table 2.3: Existing Corridor Time of Day Table 3.1: Existing Hardware and Traffic Signal Operations Table 4.1: Signal/Communication/Intelligent Transportation System (ITS) Upgrades Table 5.1: Preferred Fixed Locations Table 6.1: Fine Tuned System Cycle Lengths Table 6.2: Fine Tuned Hours of Coordinated Operation Table 7.1: Corridor Synchronization Performance Criteria Table 7.2: Weekday AM Peak Travel Time OCTA Metrics Summary Table 7.3: Weekday Midday Peak Travel Time OCTA Metrics Summary Table 7.4: Weekday PM Peak Travel Time OCTA Metrics Summary Table 7.5: OCTA CSPI Score Summary Table 7.6: Weekday AM Peak Travel Time Caltrans Metrics Summary Table 7.7: Weekday MD Peak Travel Time Caltrans Metrics Summary Table 7.8: Weekday PM Peak Travel Time Caltrans Metrics Summary Table 7.9: Weekday AM Peak Travel Time Caltrans Cost Summary Table 7.10: Weekday MD Peak Travel Time Caltrans Cost Summary Table 7.11: Weekday PM Peak Travel Time Caltrans Cost Summary Table 7.12: Corridor Caltrans Metrics Summary Table 7.13: Corridor Caltrans Cost Summary Page ii

4 LIST OF FIGURES Figure 1.1: Corridor... 8 Figure 2.1: Lincoln Avenue ADT Average Weekday (M F) Directional Summary Figure 2.2: Lincoln Avenue ADT Average Weekend (Sa Su) Directional Summary Figure 2.3: Causes of Accidents in Percentage of Total Accidents Figure 4.1: Lincoln Avenue Signal Upgrades Figure 4.2: Lincoln Avenue Communication and ITS Upgrades Figure 5.1: Proposed Hours of Coordinated Operation (Weekday) Figure 5.2: Proposed Hours of Coordinated Operation (Weekend) Figure 6.1: Fine Tuned AM Cycle Lengths Figure 6.2: Fine Tuned Midday Cycle Lengths Figure 6.3: Fine Tuned PM Cycle Lengths Figure 6.4: Fine Tuned Weekend Cycle Lengths Figure 7.1: OCTA CSPI Scoring Scale Figure 7.2: Iteris Before & After Study Comparison Tool Appendix A: Signal Timing Standards Appendix B: Travel Time Reports Appendix C: Final Fine Tuned Synchro Files APPENDICES Page iii

5 EXECUTIVE SUMMARY The Lincoln Avenue Traffic Signal Synchronization (TSS) Project, led by the with the collaboration of Caltrans, County of Orange, and City of Orange is aimed at improving traffic signal operations and coordination, thereby reducing travel times, delays and stops. The project tasks as described in the detailed work scope consists of data collection; development of recommended adjustments to actuated timings; development of coordination plans; signal system construction; implementation and fine tuning of the recommended timings; before and after travel time studies; project documentation; and signal timing support for a period of two years. Implementation of new timing plans and fine tuning along the corridor were performed in multiple rounds during October 2013, December 2013, May 2014 and June Before travel time studies for the corridor were conducted during weekdays (Tuesdays through Thursdays) beginning October 23, 2012 and ending October 25, After travel time studies were conducted during weekdays (Tuesdays through Thursdays) on March 31, 2014, May 22, 2014 and June 26, The timespan between the before data collection and the after was due to the large construction projects on going through the project corridor. Below is a summary of the results of the before and after conditions analysis: Based on the data collected throughout the corridor (volume, distances, and travel times), the agencies garnered a total fuel consumption savings of 179, 692 gallons over a period of one year. The following provides a summary of the total project emission reductions over a period of one year: o Volatile Organic Compound (VOC): 1,694 lbs o Carbon Monoxide (CO): 15,218 lbs o Carbon Dioxide (CO2): 3,134,783 lbs o Nitrogen Oxide (NOx): 1,215 lbs o Particulate Matter 10 (PM10): 173 lbs o Sulphur Oxide (SOx): 32 lbs The project benefit cost comparisons were made and cost effectiveness for emissions reductions was determined. The table below summarizes the project performance measures. PROJECT PERFORMANCE MEASURES Average Speed Increase 21 % Average Decrease in Travel Time 16 % Benefit : Cost Ratio 15:8 Total Benefit $2,492,895 Page E

6 1.0 INTRODUCTION FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final As part of the renewed Measure M (aka Measure M2) Regional Traffic Signal Synchronization Program (Project P), the initiated the Lincoln Avenue Traffic Signal Synchronization (TSS) Project to improve and enhance signal timing and synchronization services and operations for signalized intersections along Lincoln Avenue/Nohl Ranch Road corridor. The project provides operations and infrastructure improvements at 53 intersections along a 13 mile segment of the corridor. Four (4) agencies are involved with this project, including the, City of Orange, County of Orange, and Caltrans District 12. Figure 1.1 provides an illustration of the study area. 1.1 BACKGROUND The Lincoln Avenue corridor is a major route directionally divided by either a raised median or a painted median. The corridor is primarily a four lane arterial (two lanes in each direction), but increases to six lanes at several major intersections, including Beach Boulevard, Euclid Street, and Brookhurst Street. Lincoln Avenue is a four lane arterial starting at Knott Avenue to Gilbert Street, briefly increasing to six lane arterial at Gilbert Street. From Gilbert Street to Brookhurst Street, the corridor is a six lane arterial. Between Brookhurst Street to I 5 SB Ramps, the corridor is a four lane arterial, briefly increasing to six lane arterial at I 5 SB Ramps to West Street. Between West Street to Rio Vista Street, the corridor is six lane arterial, except between the sections of West Street to Harbor Boulevard and East Street to State College Boulevard where the corridor is four lane arterial. From Rio Vista to Santiago Boulevard, the corridor is four lane arterial. East of Santiago Boulevard, the corridor becomes Nohl Ranch Road and reduces to a two lane arterial, where the corridor enters a residential area. Nohl Ranch Road becomes a four lane arterial again in the hills between Villa Real Drive and Imperial Highway. The posted speed limit is generally 40 miles per hour (mph) except from Kingsley Avenue to Santiago Boulevard, where the speed limit is 45mph and from Euclid Street to Olive Street, where the speed limit is 35 mph. The corridor east of Santiago Boulevard (where it becomes Nohl Ranch Road) enters the hill and becomes a 35 mph corridor up to Villa Real Drive. From Villa Real Drive to Imperial Highway, the posted speed limit is 40 mph. The land use surrounding the corridor is primarily residential east of Santiago Boulevard, with commercial and retail land uses directly adjacent to the corridor from Knott Avenue to Santiago Boulevard. All the project signals along the Lincoln Avenue corridor are controlled and maintained by the agencies that own them, which includes the (37), City of Orange (6), County of Orange (1), and Caltrans District 12 (9). The project corridor is depicted in Figure 1.1. The Implementation Phase of the Lincoln Avenue TSS project was completed in two phases the optimization phase and the implementation phase. The project optimization phase consisted of data collection; review of traffic data; identification of hardware needs to support signal synchronization; development of recommended adjustments to actuated timings; and Page 6

7 development of coordination plans for the Weekday AM, Midday, and PM, and Saturday peak periods. The implementation phase consisted of procurement and deployment of the hardware necessary to achieve signal synchronization, implementation, and fine tuning of the recommended timings, and overall project documentation. Page 7

8 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 1.1: LINCOLN AVENUE TSS PROJECT CORRIDOR Page 8

9 1.2 PURPOSE OF THIS DOCUMENT The purpose of this document is to summarize the project focusing on the final timing plans deployed in the field and present any issues encountered during the implementation and finetuning process along Lincoln Avenue. In addition, the document also summarizes all the signal and communication upgrades that were done as part of this project. The report summarizes and includes the following: Final fine tuned electronic Synchro Travel time and delay summaries, Measures of Effectiveness (MOE), and benefit cost comparisons Travel time plots (Time vs. Distance and Speed vs. Distance) Page 9

10 2.0 DATA COLLECTION FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final In order to thoroughly understand existing conditions in the project area, traffic volumes, traffic collision data, existing timing sheets, and as built drawings were obtained from each of the participating agencies for analysis. 2.1 AVERAGE DAILY TRAFFIC Machine counts were collected to determine the average daily traffic (ADT) along the project segments, which were then used to determine peak hours and peak traffic direction. Sevenday, 24 hour machine counts, in 15 minute increments, were collected beginning September 15, Counts were collected at fourteen (14) locations along the corridor, and are shown in Table 2.1 and Figure 2.1. TABLE 2.1: EXISTING CORRIDOR 24 HOUR TRAFFIC VOLUMES 24 Hour Count Location: Lincoln Avenue Weekday Average Weekend Average Weekend Average Monday to Friday Saturday Sunday NB SB NB NB NB SB 1 Knott and Western Beach to Dale Magnolia to Gilbert Brookhurst to Muller Euclid to Loara Manchester to Wilshire Harbor to Clementine Olive to East State College to Shopping SR 57 NB to Rio Vista Batavia to Glassell Orange Olive to Canal Santiago to Nohl Canyon Meats to Royal Oak Page 10

11 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 2.1: LINCOLN AVENUE ADT AVERAGE WEEKDAY (M F) DIRECTIONAL SUMMARY Page 11

12 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 2.2: LINCOLN AVENUE ADT AVERAGE WEEKEND (SA SU) DIRECTIONAL SUMMARY Page 12

13 2.2 TURNING MOVEMENT COUNTS Intersection turning movement counts, including vehicular, pedestrian, and bicycle counts, were collected at all study intersections. Counts were collected during October 2012 and September 2012 within the following time periods, as determined from the collected ADT counts: AM PEAK: 7:00 AM 9:00 AM (Knott to Sunkist & Batavia to Imperial) 6:30 AM 8:30 AM (SR 57 to Kingsley) MIDDAY PEAK: SCHOOL PEAK: PM PEAK: WEEKEND PEAK: 11:45 AM 1:45 PM (Knott to Ped Xing (Claudina) 12:00 PM 2:00 PM (Olive to Imperial) 2:15 PM 3:15 PM (Western, Dale, Magnolia, Monterey, West, Citron, East, Nohl Canyon, and Imperial) 4:15 PM 6:15 PM (Knott to Sunkist & Batavia to Imperial) 4:00 PM 6:00 PM (SR 57 to Kingsley) 12:15 PM 2:15 PM (Knott to Ped Xing (Claudina) & Batavia to Tustin) 12:00 PM 2:00 PM (Olive to Kingsley) 2:00 PM 4:00 PM (Santiago to Imperial) Raw ADT and turning movement counts in Excel format are available at the following FTP site: TRAFFIC COLLISION ANALYSIS Three year traffic collision histories (from July 2008 to June 2011) were provided by participating agencies. During the three year period for which collision data was given, a total of 297 incidents were reported at 53 intersections along the project limits. The majority of these incidents, nearly 26%, were attributed to unsafe speed, as shown in Figure 2.3 below. The second likely cause was right of way (24%). There were twelve incidents along the corridor that involved pedestrians. Out of the twelve incidents, eleven incidents were related to injury collision and one fatal collision. Page 13

14 FIGURE 2.3: CAUSES OF ACCIDENTS IN PERCENTAGE OF TOTAL ACCIDENTS The following are some measures implemented as part of this project, which may help reduce the likelihood of certain types of collisions: Actuated timings (yellow, all red, etc.) were proposed to meet the latest standards. This may help reduce some right of way violations. Pedestrian clearance times were also proposed to meet the latest standards. This may help reduce pedestrian related accidents. Traffic signal coordination plans were designed and implemented based on the posted speed limits. Therefore, vehicles traveling too fast will not enjoy the benefits of signal synchronization along the corridor. Page 14

15 2.4 EXISTING SIGNAL TIMING The existing signal timing and coordination plans along the corridor were reviewed to identify existing coordinated groups and adjacent intersections coordinated to project intersections. Nearly all signals along the corridor were running time of day coordination plans during the weekday AM, Midday, and PM and weekend peak periods. Table 2.2 summarizes the existing cycle lengths at each intersection for weekday and weekend peak periods. TABLE 2.2: EXISTING CORRIDOR COORDINATION CYCLE LENGTHS INTERSECTION Existing Cycle Lengths (sec) AM MD PM WKND Lincoln Avenue & Knott Avenue Free Lincoln Avenue & Western Avenue Free Lincoln Avenue & Grand Avenue Free Lincoln Avenue & Beach Boulevard (SR 39)^ Not Available Lincoln Avenue & Dale Avenue Free Lincoln Avenue & Magnolia Avenue 120 Free 120 Free Lincoln Avenue & Gilbert Street Free Free Free Free Lincoln Avenue & Belinda Circle Free Lincoln Avenue & Monterey Street Free Lincoln Avenue & Brookhurst Street 140 & Free Lincoln Avenue & Mueller Street Free Lincoln Avenue & Crescent Way Free Lincoln Avenue & Euclid Street Lincoln Avenue & Loara Street Free Lincoln Avenue & I 5 SB Ramps Lincoln Avenue & Manchester Avenue Lincoln Avenue & Wilshire Avenue / I 5 NB Ramps Lincoln Avenue & West Street Free Lincoln Avenue & Citron Street Free Lincoln Avenue & Harbor Boulevard Lincoln Avenue & Clementine Street Free Lincoln Avenue & Lemon Street Free Lincoln Avenue & Anaheim Boulevard Free Center Street+Center St Promenade & Anaheim Boulevard 120 Free 120 Free Broadway & Anaheim Boulevard Free Lincoln Avenue & Ped Xing (Claudina Street) Free Lincoln Avenue & Olive Street Free Lincoln Avenue & East Street Free Page 15

16 INTERSECTION Existing Cycle Lengths (sec) AM MD PM WKND Lincoln Avenue & Ped Xing (La Plaza) Free Lincoln Avenue & State College Boulevard Lincoln Avenue & Shopping Center Free Lincoln Avenue & Peregrine Street Free Lincoln Avenue & Sunkist Street 120 Free 120 Free Lincoln Avenue & SR 57 SB Off Ramp & & 55 Free Lincoln Avenue & SR 57 NB Ramp Free Lincoln Avenue & Rio Vista Street Free Lincoln Avenue & Kingsley Street Free Lincoln Avenue & Batavia Street Lincoln Avenue & Glassell Street Free Free Free Free Lincoln Avenue & Orange Olive Road (RR Xing) Free Free Free Free Lincoln Avenue & Canal Street Free Free Free Free SR 55 SB Off Ramp & Tustin Street Free Lincoln Avenue / Nohl Ranch Road & Tustin Street SR 55 SB On Ramp & Tustin Street Lincoln Avenue / Nohl Ranch Road & Santiago Boulevard & SR 55 NB Ramps & Santiago Boulevard & Nohl Ranch Road & Nohl Canyon Road Free Free Free Free Nohl Ranch Road & Villa Real Drive Free Free Free Free Nohl Ranch Road & Meats Avenue Free Free Free Free Nohl Ranch Road & Royal Oak Road Free Free Free Free Nohl Ranch Road & Rural Ridge Road Free Free Free Free Nohl Ranch Road & Imperial Highway (SR 90) Free Free Free Free ^ No timing sheets were provided by the agency Table 2.3 summarizes the existing time of day at each intersection for weekday and weekend peak periods. INTERSECTION TABLE 2.3: EXISTING CORRIDOR TIME OF DAY EXISTING TIME OF DAY HOURS AM MD PM WKND Lincoln Avenue & Knott Avenue 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Western Avenue 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Grand Avenue 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Beach Boulevard (SR 39)^ Not Available Lincoln Avenue & Dale Avenue 07:00 08:45 08:45 15:30 15:30 18:30 Free Page 16

17 INTERSECTION EXISTING TIME OF DAY HOURS AM MD PM WKND Lincoln Avenue & Magnolia Avenue 06:45 08:45 Free 15:30 18:30 Free Lincoln Avenue & Gilbert Street Free Free Free Free Lincoln Avenue & Belinda Circle 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Monterey Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Brookhurst Street 06:45 08:45 11:00 13:00 15:30 18:30 Free Lincoln Avenue & Mueller Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Crescent Way 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Euclid Street 06:30 09:00 09:00 15:00 15:00 20:00 09:00 18:30 Lincoln Avenue & Loara Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & I 5 SB Ramps 06:30 08:30 08:30 14:30 14:30 19:00 09:00 18:00 Lincoln Avenue & Manchester Avenue 06:30 08:30 08:30 14:30 14:30 19:00 09:00 18:00 Lincoln Avenue & Wilshire Avenue / I 5 NB Ramps 06:30 08:30 08:30 14:30 14:30 19:00 09:00 18:00 Lincoln Avenue & West Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Citron Street 06:45 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Harbor Boulevard 07:00 08:45 08:45 15:30 15:30 18:30 10:00 18:00 Lincoln Avenue & Clementine Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Lemon Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Anaheim Boulevard 06:45 08:45 08:45 15:30 15:30 18:30 Free Center Street+Center St Promenade & Anaheim Boulevard 07:00 08:15 Free 16:00 18:30 Free Broadway & Anaheim Boulevard 06:45 08:45 08:45 16:00 16:00 18:30 Free Lincoln Avenue & Ped Xing (Claudina Street) 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Olive Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & East Street 06:30 09:00 09:00 15:00 15:00 20:00 Free Lincoln Avenue & Ped Xing (La Plaza) 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & State College Boulevard 06:30 09:00 09:00 15:00 15:00 19:00 09:00 19:00 Lincoln Avenue & Shopping Center 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Peregrine Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Sunkist Street 07:00 08:45 Free 15:30 18:30 Free Lincoln Avenue & SR 57 SB Off Ramp 06:30 09:00 09:00 15:45 15:45 20:00 Free Lincoln Avenue & SR 57 NB Ramp 06:30 09:00 09:00 15:00 15:00 20:00 Free Lincoln Avenue & Rio Vista Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Kingsley Street 07:00 08:45 08:45 15:30 15:30 18:30 Free Lincoln Avenue & Batavia Street 07:00 08:45 08:45 15:30 15:30 18:30 09:00 18:00 Lincoln Avenue & Glassell Street Free Free Free Free Lincoln Avenue & Orange Olive Road (RR Xing) Free Free Free Free Lincoln Avenue & Canal Street Free Free Free Free SR 55 SB Off Ramp & Tustin Street 06:00 09:00 09:00 16:00 16:00 19:00 Free Lincoln Avenue / Nohl Ranch Road & Tustin Street 06:04 09:32 09:32 14:00 14:00 19:00 09:45 18:00 SR 55 SB On Ramp & Tustin Street 06:04 09:32 09:32 14:00 14:00 19:00 09:45 18:00 Lincoln Avenue / Nohl Ranch Road & Santiago 05:30 09:30 09:30 14:00 14:00 21:00 08:00 21:00 Page 17

18 INTERSECTION EXISTING TIME OF DAY HOURS AM MD PM WKND Boulevard SR 55 NB Ramps & Santiago Boulevard 05:30 09:00 09:00 14:30 14:30 21:00 08:00 21:00 Nohl Ranch Road & Nohl Canyon Road Free Free Free Free Nohl Ranch Road & Villa Real Drive Free Free Free Free Nohl Ranch Road & Meats Avenue Free Free Free Free Nohl Ranch Road & Royal Oak Road Free Free Free Free Nohl Ranch Road & Rural Ridge Road Free Free Free Free Nohl Ranch Road & Imperial Highway (SR 90) Free Free Free Free ^ No timing sheets were provided by the agency Page 18

19 3.0 FIELD REVIEW FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final In order to better understand traffic conditions during peak periods and facilitate a better analysis, field observations and verification were conducted at each study intersection. Field data was collected along the Lincoln Avenue corridor during the week of August 6, Pictures and inventory of all controller cabinets and their contents were taken during the field review. Existing traffic signal phasing (i.e., protected left turn phasing, protected/permissive left turn phasing, split phasing, etc.) were observed in the field and verified with the agencyprovided timing sheets collected as part of the data collection task. Additionally, factors affecting roadway progression and deficiencies in equipment were identified. Details of the existing hardware and traffic signal operations, including traffic signal equipment and signal communications for each intersection is presented below in Table 3.1. It is important to note that there may be more than one type of communication medium inside each traffic signal controller cabinet and that the communication medium used between intersections may differ from the communication medium used from the intersection to the Traffic Management Center (TMC). Also of note, the equipment that was recorded during the field review was any and all communication equipment visible by the engineering team at each project location. There may have been equipment installed and abandoned or used for nontraffic purposes that are recorded in Table 3.1. Page 19

20 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final TABLE 3.1: EXISTING HARDWARE AND TRAFFIC SIGNAL OPERATIONS IDENTIFICATION AGENCY EXISTING HARDWARE EXISTING OPERATION STUDY CORRIDOR CROSS STREET LOCATIONS ROADS PRIMARY Service Cabinet Controller Comm TCS EVP VIDS CCTV NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND Anaheim Lincoln Avenue Knott Avenue Type III P Anaheim Lincoln Avenue Western Avenue Type II P Anaheim Lincoln Avenue Grand Avenue Type III P 2070L 2070L 2070L FO/W TWP/W TWP/W NEC Prot LT Prot LT Prot LT Prot LT Prot LT Prot LT Prot LT Prot LT Perm Perm Perm Perm Caltrans Lincoln Avenue Beach Boulevard (SR 39) Type III FO SWC Prot LT Prot LT Prot LT Prot LT Anaheim Lincoln Avenue Dale Avenue Type II P 2070L TWP/W Prot LT Prot LT Prot LT Prot LT Anaheim Lincoln Avenue Magnolia Avenue Type II P 2070 TWP/FO SEC Prot LT Prot LT Prot LT Prot LT Anaheim Lincoln Avenue Gilbert Street Type III P 2070L TWP Perm Perm Prot LT Prot LT Anaheim Lincoln Avenue Belinda Circle Type II P 2070L TWP Perm Perm PPLT PPLT Anaheim Lincoln Avenue Monterey Street Type II P 2070 TWP X Perm Perm PPLT PPLT Anaheim Lincoln Avenue Brookhurst Street Type II P/ L TWP/FO X NWC Prot LT Prot LT Prot LT Prot LT Anaheim Lincoln Avenue Muller Street Type II P 2070L TWP Perm Perm PPLT PPLT Anaheim Lincoln Avenue Crescent Way Type II P 2070L TWP Prot LT PPLT PPLT Anaheim Lincoln Avenue Euclid Street Type III P 2070L TWP X SEC Prot LT Prot LT Prot LT Prot LT Anaheim Lincoln Avenue Loara Street Type III P 2070L TWP Split Split PPLT PPLT Caltrans Lincoln Avenue I 5 SB Ramps Type III E TWP Prot LT Prot LT Caltrans Lincoln Avenue Manchester Avenue Type III E TWP Prot LT Caltrans Lincoln Avenue Wilshire Avenue/I 5 NB Ramps Type III E TWP Split Split Prot LT Prot LT Perm (No LT) Perm (No LT) Prot LT Anaheim Lincoln Avenue West Street Type II P 2070 TWP/W X Perm Perm Prot LT Prot LT Page 20

21 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final IDENTIFICATION AGENCY EXISTING HARDWARE EXISTING OPERATION STUDY CORRIDOR CROSS STREET LOCATIONS ROADS PRIMARY Service Cabinet Controller Comm TCS EVP VIDS CCTV NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND Anaheim Lincoln Avenue Citron Street Type III P Anaheim Lincoln Avenue Harbor Boulevard Type II P Anaheim Lincoln Avenue Clementine Street Type III P 2070L TWP TWP/FO TWP Perm Perm Perm Perm SWC PPLT PPLT Prot LT Prot LT Prot LT Perm (No LT) Perm Anaheim Lincoln Avenue Lemon Street Type III P 2070 TWP Perm Perm Perm Perm Anaheim Lincoln Avenue Anaheim Boulevard Type III P 2070L TWP/FO X NWC PPLT PPLT Prot LT Prot LT Anaheim Center Street Anaheim Boulevard Type II P 2070L TWP/FO Perm Perm Perm Perm Anaheim Center Street Promenade Anaheim Boulevard Type III 334 TWP/FO NEC PPLT Perm (No LT) Prot RT Anaheim Broadway Anaheim Boulevard Type III P 2070 TWP/FO/W All SEC PPLT PPLT PPLT PPLT Anaheim Lincoln Avenue Ped Xing (Claudina Street) Type III P 2070 TWP Thru Only Thru Only Anaheim Lincoln Avenue Olive Street Type II P 2070L TWP Perm Perm Prot LT PPLT Anaheim Lincoln Avenue East Street Type III P 2070 TWP/FO SWC PPLT PPLT Prot LT Prot LT Anaheim Lincoln Avenue Ped Xing (La Plaza) Type II P 2070L TWP Thru Only Thru Only Anaheim Lincoln Avenue State College Boulevard Type II P 2070 TWP/FO/W X NEC & SWC Prot LT Prot LT Prot LT Prot LT 32 Anaheim Lincoln Avenue Shopping Center Type II P 2070L TWP X Prot LT Perm (No LT) Prot LT Anaheim Lincoln Avenue Peregrine Street Type II P 2070L TWP X Prot LT Prot (U Turn Only) Prot LT Anaheim Lincoln Avenue Sunkist Street Type II P 2070 TWP/W SEC PPLT PPLT Prot LT Prot LT Page 21

22 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final IDENTIFICATION AGENCY STUDY CORRIDOR CROSS STREET EXISTING HARDWARE EXISTING OPERATION LOCATIONS ROADS PRIMARY Service Cabinet Controller Comm TCS EVP VIDS CCTV NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND Caltrans Lincoln Avenue SR 57 SB Off Ramp Type III E TWP Prot LT Thru Only Thru Only Caltrans Lincoln Avenue SR 57 NB Ramp Type III E (Master) 170E (Slave) TWP Prot LT Thru Only Thru Only Anaheim Lincoln Avenue Rio Vista Street Type II P 2070L TWP Perm Perm Prot LT Prot LT Anaheim Lincoln Avenue Kingsley Street Type II P 2070L TWP Perm Perm Perm Perm County of Orange Lincoln Avenue Batavia Street Split Split Prot LT Prot LT Orange Lincoln Avenue Glassell Street Type II P Econolite ASC/2S FO/W i2 NEC Prot LT Prot LT Prot LT Prot LT Orange Lincoln Avenue Orange Olive Road (RR Xing) Type II P Econolite ASC/ TWP/W i2 Prot LT Prot LT Prot LT Prot LT Orange Lincoln Avenue Canal Street Type II P Econolite ASC/2S TWP/W i2 Prot LT Perm (No LT) Prot LT 43 Caltrans SR 55 SB Off Ramp Tustin Street Type III Thru Only Thru Only Prot LT Orange Lincoln Avenue Tustin Street Type II P Econolite ASC/2S FO i2 Prot LT Prot LT Split Split 45 Orange SR 55 SB On Ramp Tustin Street Type III P Econolite ASC/2S FO i2 Prot LT Prot LT Prot LT Caltrans Lincoln Avenue / Nohl Ranch Road Santiago Boulevard Type III E TWP Prot LT Prot LT Split Split Caltrans SR 55 NB Ramps Santiago Boulevard Type III E TWP Prot LT Perm (No LT) Split Split Anaheim Nohl Ranch Road Nohl Canyon Road Type III T1000 CSC T1000 TWP Perm Perm Perm Perm Anaheim Nohl Ranch Road Villa Real Drive Type III T1000 CSC T1000 TWP Prot LT Perm (No LT) Perm Anaheim Nohl Ranch Road Meats Avenue Type III P CSC T1000 TWP Prot LT Perm (No LT) Perm Page 22

23 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final IDENTIFICATION AGENCY EXISTING HARDWARE EXISTING OPERATION STUDY CORRIDOR CROSS STREET LOCATIONS ROADS PRIMARY Service Cabinet Controller Comm TCS EVP VIDS CCTV NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND Anaheim Nohl Ranch Road Royal Oak Road Type III T1000 M52 TWP Prot LT PPLT Perm (No LT) Anaheim Nohl Ranch Road Rural Ridge Road Type III T1000 CSC T1000 TWP Perm Perm Perm Perm Anaheim Nohl Ranch Road Imperial Highway (SR 90) Type III P 2070L TWP/FO X NWC Prot LT Prot LT Prot LT Prot LT LEGEND: CCTV: Closed Circuit Television Camera System PPLT: Protected/Permissive Left Turn Comm: Communication TCS: Traffic Control System EVP: Emergency Vehicle Pre emption TWP: Twisted Wire Pair FO: Fiber Optic Cable VIDS: Video Detection System LT: Left Turn W: Wireless Page 23

24 4.0 SYNCHRONIZATION SYSTEM CONSTRUCTION The synchronization system construction phase of the project addressed all the signal operation and communication deficiencies that were identified as part of Task 3A: Field Review and based on the original scope for the project. The system upgrades helped to improve and enhance inter jurisdictional traffic signal operations and synchronization of all signalized intersections along Lincoln Avenue. 4.1 SIGNAL OPERATION The signal upgrades performed as part of the Lincoln Avenue TSS project included: LN SEPAC 3.33ACD traffic signal controllers () 4 Type P Controller Cabinet () with new foundation 4 ASC/3 w/fsk traffic signal controllers with D Panel (City of Orange) 1 Type P Controller Cabinet (City of Orange) on existing foundation 4 Opticom Infrared and GPS Emergency Vehicle Preemption System (City of Orange) 1 ASC/3 traffic signal controller with D Panel (County of Orange) traffic signal controllers w/tscp (Caltrans) 3 170E master controllers w/trfm (Caltrans) 7 Model 6A Communication Modem 4.2 COMMUNICATIONS The communication upgrades performed as part of the Lincoln Avenue TSS project included: 24 SMFO (21950 approx.) #10 Green Trace Wire (20055 approx.) 24 Port Fiber Distribution Unit (8) 48 Port Fiber Distribution Unit (12) Pegasus Wireless Radio (4) Ethernet Switches (20) VDSL Switches (14) GPS Unit (7) In addition to the above communication upgrades, Intelligent Transportation System (ITS) upgrades were also provided as part of the Lincoln Avenue TSS project. The upgrades provided included: Cohu 3120HD Series H.264 Dome Camera (1) Vantage Velocity (8) Page 24

25 Some of the upgrades performed on this project were beyond the original scope of work but through cost savings on some of the hardware items, the additional items were able to be procured and integrated. Table 4.1 details the locations with signal and communications upgrades. Figure 4.1 and Figure 4.2 provides an illustration of the signal and communications upgrades done along Lincoln Avenue. Page 25

26 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final No. AGENCY STUDY CORRIDOR CROSS STREET TABLE 4.1: SIGNAL/COMMUNICATION/INTELLIGENT TRANSPORTATION SYSTEM (ITS) UPGRADES Traffic Controller Signal Upgrades Traffic Controller Cabinet Communication Upgrades Intelligent Transportation System (ITS) Upgrades 1 Anaheim Lincoln Avenue Knott Avenue X 2 Anaheim Lincoln Avenue Western Avenue X X 3 Anaheim Lincoln Avenue Grand Avenue X X 4 Caltrans Lincoln Avenue Beach Boulevard (SR 39) 5 Anaheim Lincoln Avenue Dale Avenue X X 6 Anaheim Lincoln Avenue Magnolia Avenue X X X X X 7 Anaheim Lincoln Avenue Gilbert Street X X X 8 Anaheim Lincoln Avenue Belinda Circle X X 9 Anaheim Lincoln Avenue Monterey Street X X X 10 Anaheim Lincoln Avenue Brookhurst Street X X X X 11 Anaheim Lincoln Avenue Muller Street X X 12 Anaheim Lincoln Avenue Crescent Way X X 13 Anaheim Lincoln Avenue Euclid Street X X X 14 Anaheim Lincoln Avenue Loara Street X X 15 Caltrans Lincoln Avenue I 5 SB Ramps X 16 Caltrans Lincoln Avenue Manchester Avenue X 17 Caltrans Lincoln Avenue Wilshire Avenue/I 5 NB Ramps X X 18 Anaheim Lincoln Avenue West Street X X 19 Anaheim Lincoln Avenue Citron Street X X 20 Anaheim Lincoln Avenue Harbor Boulevard X X X X 21 Anaheim Lincoln Avenue Clementine Street X X X 22 Anaheim Lincoln Avenue Lemon Street X X X 23 Anaheim Lincoln Avenue Anaheim Boulevard X x 24 Anaheim Center Street Anaheim Boulevard 25 Anaheim Center Street Promenade GPS 5.8 GHz Wireless Fiber Optic Anaheim Boulevard 26 Anaheim Broadway Anaheim Boulevard 27 Anaheim Lincoln Avenue Ped Xing (Claudina Street) X X X 28 Anaheim Lincoln Avenue Olive Street X X X 29 Anaheim Lincoln Avenue East Street X X X X 30 Anaheim Lincoln Avenue Ped Xing (La Plaza) X X Ethernet Switch VDSL Switch CCTV Bluetooth Page 26

27 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final No. AGENCY STUDY CORRIDOR CROSS STREET Traffic Controller Signal Upgrades Traffic Controller Cabinet Communication Upgrades Intelligent Transportation System (ITS) Upgrades 31 Anaheim Lincoln Avenue State College Boulevard X X X X 32 Anaheim Lincoln Avenue Shopping Center X X X 33 Anaheim Lincoln Avenue Peregrine Street X X X 34 Anaheim Lincoln Avenue Sunkist Street X X X 35 Caltrans Lincoln Avenue SR 57 SB Off Ramp X 36 Caltrans Lincoln Avenue SR 57 NB Ramp X X 37 Anaheim Lincoln Avenue Rio Vista Street X X X X X 38 Anaheim Lincoln Avenue Kingsley Street X X X 39 County of Orange Lincoln Avenue Batavia Street X 40 Orange Lincoln Avenue Glassell Street X 41 Orange Lincoln Avenue Orange Olive Road (RR Xing) X 42 Orange Lincoln Avenue Canal Street X 43 Caltrans SR 55 SB Off Ramp Tustin Street 44 Orange Lincoln Avenue Tustin Street X X 45 Orange SR 55 SB On Ramp Tustin Street 46 Caltrans Lincoln Avenue / Nohl Ranch Road GPS 5.8 GHz Wireless Fiber Optic Santiago Boulevard X X 47 Caltrans SR 55 NB Ramps Santiago Boulevard X 48 Anaheim Nohl Ranch Road Nohl Canyon Road X X 49 Anaheim Nohl Ranch Road Villa Real Drive X X X 50 Anaheim Nohl Ranch Road Meats Avenue X X 51 Anaheim Nohl Ranch Road Royal Oak Road X X X 52 Anaheim Nohl Ranch Road Rural Ridge Road X X X 53 Anaheim Nohl Ranch Road Imperial Highway (SR 90) X Additional Intersections that were upgraded to get communication link to intersections on Lincoln Avenue 1 Anaheim Broadway West Street X 2 Anaheim Broadway Citron Street X 3 Anaheim Broadway East Street X 4 Anaheim Broadway State College Boulevard X Ethernet Switch VDSL Switch CCTV Bluetooth Page 27

28 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 4.1: LINCOLN AVENUE SIGNAL UPGRADES Page 28

29 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 4.2: LINCOLN AVENUE COMMUNICATION AND ITS UPGRADES Page 29

30 5.0 PROPOSED COORDINATION TIMING PLANS Information from the data collection task and field review task were used to create a Synchro Version 8.0 model. This data included vehicle counts, pedestrian counts, intersection lane configurations, intersection signal phasing, and intersection signal timing. 5.1 AGENCY REQUEST Meetings were conducted to discuss agency signal timing preferences, locations of existing cross coordination, and locations where timing were to remain fixed for which existing coordination plans would need to be left in place. The locations requested to be fixed are summarized in Table 5.1, below. MAIN STREET TABLE 5.1: PREFERRED FIXED LOCATIONS CROSS STREET EXISTING CYCLE LENGTH (seconds) AM MIDDAY PM WKND Lincoln Avenue Beach Boulevard Lincoln Avenue Euclid Street Lincoln Avenue Harbor Boulevard Lincoln Avenue State College Boulevard Lincoln Avenue Tustin Street Free 5.2 PROPOSED VEHICLE AND PEDESTRIAN TIMING PARAMETERS The existing vehicle (yellow and all red) and pedestrian (walk and flashing don t walk) clearance intervals were compared to the latest California Manual on Uniform Traffic Control Devices (CA MUTCD). The existing vehicle and pedestrian clearance intervals were obtained from the timing sheets provided by all participating agencies. The general guideline used to calculate the standard values are listed below. Minimum Green Time: 10 seconds for thru movements on major streets, 5 seconds for thru movements on minor streets and 5 seconds for all left turn movements. Yellow Change Interval Time: Yellow times were calculated based on the requirements of the CA MUTCD the higher of either the posted speed limits or the 85 th percentile speed (if applicable) rounded to the nearest 5 mph was used. The minimum left turn yellow time is 3.0 seconds except for the City of Orange signals which prefers 4 seconds. The City of Orange also prefers to use the 85 th percentile speed for the yellow time calculation. Red Clearance Interval Time: Red clearance interval as per the CA MUTCD, when used, should normally range from 0.1 to 2 seconds and not exceed 6 seconds. Page 30

31 Walk Interval Time: Walk time of 7 seconds was proposed for all pedestrian phases unless pedestrian clearance timing was too high for the cycle length in which 6 seconds Walk time would be used. Pedestrian Clearance (Flash Don t Walk) Time: Flashing Don t Walk (FDW) values were calculated using a crossing distance measured from the center of ramp to center of ramp for all agencies. o Per the CA MUTCD, a walking speed of 3.5 feet per second (ft/sec) was used to calculate FDW values. o The City of Orange and County of Orange prefers to include yellow times as part of the pedestrian clearance time. o The prefers to include yellow and all red times as part of the pedestrian clearance time. Appendix A provides a comparison summary of the existing vehicle and pedestrian clearance intervals to the general guideline calculated value. The proposed values from the comparison have been reviewed and approved by City staff. These proposed values are also the value used for the analysis and any value different from the existing was noted for implementation. 5.3 CRITICAL CYCLE LENGTH, SIGNAL GROUPINGS AND TIME OF DAY EVALUATION Critical cycle lengths and signal groupings were developed based on the traffic patterns, the critical cycle length per intersection (or the lowest common cycle length at which the intersection can operate), and the optimum common cycle length for a group of signalized intersections. Average daily traffic (ADT) volumes were analyzed for each signal group to determine appropriate periods of coordination. CYCLE LENGTHS An iterative, capacity based methodology was used to determine the ideal cycle length able to serve the needs of each study intersection. The critical cycle length represents the amount of time required to serve all vehicles and pedestrians within one cycle at each intersection, assuming that each intersection is isolated. In selecting each intersection s critical cycle length, the following factors and conditions were taken into consideration: Intersection turning movement volumes to determine the time required to serve vehicle demand for both through and turning movements Each intersection s unique lane geometry and operation Proposed vehicle and pedestrian timing parameters A minimum split of 14 seconds for any movement to provide a minimum service time of approximately 10 seconds. This value is the summation of a minimum green time of 7 seconds, a typical yellow time of 4 seconds, an all red time of 1 second, and a lost time of 2 seconds Page 31

32 The amount of pedestrian and bicyclist activity at each intersection as collected in data collection task Signal Groupings The proposed system groupings were determined based on the results of the critical cycle length evaluation. The following factors were considered for the proposed signal groupings: Fixed cycle length locations Critical cycle lengths of intersections Distance/spacing and travel time between intersections Traffic characteristics and interactions between intersections Traffic platooning between intersections Level of traffic volumes Based on the critical cycle length and grouping analysis, recommended cycle lengths were proposed to the City for review and approval. TIME OF DAY OPERATION ADT volumes collected beginning September 15, 2012 as part of data collection task were analyzed for weekday and weekends to determine appropriate periods of coordination. Figure 5.1 and Figure 5.2Error! Reference source not found. depict the proposed hours of coordination for Weekday and Weekend peak periods. Page 32

33 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 5.1: PROPOSED HOURS OF COORDINATED OPERATION (WEEKDAY) Page 33

34 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 5.2: PROPOSED HOURS OF COORDINATED OPERATION (WEEKEND) Page 34

35 6.0 IMPLEMENTATION AND FINE TUNING A majority of hardware and communication upgrades were completed prior to signal timing implementation and fine tuning. Implementation of new timings along the corridor was performed in stages to allow for finetuning immediately after implementation. No timings were implemented and left to operate without immediate field observations. Implementation of new timing plans and fine tuning for was done in multiple rounds during October 2013 and May Caltrans timings were also implemented and fine tuned in multiple rounds during December 2013 and June The timings for City of Orange were implemented and fine tuned during June Based on the signal timing design, offsets, split times, and phase sequences were reviewed and revised along corridor. Below is a list, by agency from north to south along the corridor, with a brief description of the implementation and fine tuning activities. Optimized timings for the signals in were implemented by Iteris staff through central system located at the City s Traffic Management Center (TMC). The timings for intersection of Lincoln Avenue/Kingsley Street was not implemented due to the ongoing construction for the road project of Lincoln Avenue Bridge Widening over Santa Ana River from Kingsley Street to Batavia Street. No timings were proposed and implemented for the for the section of corridor between Nohl Canyon Road and Imperial Highway (SR 90), since the ADT volumes collected as part of the data collection task showed light traffic with no traffic platoon. City of Orange Optimized timings for the signals in City of Orange were implemented by Iteris staff through i2 central system located at the City s Traffic Management Center (TMC). Caltrans District 12 Optimized timings for Caltrans intersections (I 5/SR 57/SR 55Ramps) were implemented in field by Caltrans District 12 staff. County of Orange Optimized timing for County of Orange signal (Lincoln Avenue/Batavia Street) was not implemented due to the ongoing construction for the road project of Lincoln Avenue Bridge Widening over Santa Ana River from Kingsley Street to Batavia Street. Field fine tuning was conducted by Iteris staff immediately after new timings were implemented. Due to the ongoing construction for the road project of Lincoln Avenue Bridge Widening over Santa Ana River from Kingsley Street to Batavia Street the corridor was partitioned into two segments for implementation and fine tuning. Page 35

36 Segment 1: Knott Avenue to Rio Vista Segment 2: Glassell Street to Santiago Boulevard Fine tuning was conducted to ensure the most effective timings were deployed into the system. Overall, progression was improved for the coordinated movements with minimal delay for noncoordinated movements. Necessary offsets revisions and phase sequence revisions were also made to enable enhanced progression. One thing of note is the Iteris fine tuning was enhanced after the Bluetooth system was deployed. The feedback from the system was monitored over several weekdays and the timing during the midday was not performing as well as the AM and PM peak periods. Iteris refined the timing which yielded additional improvements during the midday peak period. 6.1 FINE TUNED CYCLE LENGTHS Fine tuned cycle lengths for the system are listed below in Table 6.1. Final fine tuned AM, Midday, PM, and weekend cycle lengths are also shown in Figure 6.1 to Figure 6.4, respectively. Page 36 TABLE 6.1: FINE TUNED SYSTEM CYCLE LENGTHS INTERSECTION SYSTEM CYCLE LENGTH (seconds) AM MIDDAY PM WKND Lincoln Avenue & Knott Avenue Lincoln Avenue & Western Avenue Lincoln Avenue & Grand Avenue Lincoln Avenue & Beach Boulevard (SR 39)^ Lincoln Avenue & Dale Avenue Lincoln Avenue & Magnolia Avenue Lincoln Avenue & Gilbert Street Lincoln Avenue & Belinda Circle Lincoln Avenue & Monterey Street Lincoln Avenue & Brookhurst Street Lincoln Avenue & Mueller Street Lincoln Avenue & Crescent Way Lincoln Avenue & Euclid Street Lincoln Avenue & Loara Street Lincoln Avenue & I 5 SB Ramps Lincoln Avenue & Manchester Avenue Lincoln Avenue & Wilshire Avenue / I 5 NB Ramps Lincoln Avenue & West Street Lincoln Avenue & Citron Street Lincoln Avenue & Harbor Boulevard Lincoln Avenue & Clementine Street

37 INTERSECTION SYSTEM CYCLE LENGTH (seconds) AM MIDDAY PM WKND Lincoln Avenue & Lemon Street Lincoln Avenue & Anaheim Boulevard Center Street+Center St Promenade & Anaheim Boulevard Broadway & Anaheim Boulevard Lincoln Avenue & Ped Xing (Claudina Street) Lincoln Avenue & Olive Street Lincoln Avenue & East Street Lincoln Avenue & Ped Xing (La Plaza) Lincoln Avenue & State College Boulevard Lincoln Avenue & Shopping Center Lincoln Avenue & Peregrine Street Lincoln Avenue & Sunkist Street Lincoln Avenue & SR 57 SB Off Ramp Lincoln Avenue & SR 57 NB Ramp Lincoln Avenue & Rio Vista Street Lincoln Avenue & Kingsley Street Lincoln Avenue & Batavia Street Lincoln Avenue & Glassell Street 120 Free Lincoln Avenue & Orange Olive Road (RR Xing) 120 Free Lincoln Avenue & Canal Street 80 Free SR 55 SB Off Ramp & Tustin Street Free Lincoln Avenue / Nohl Ranch Road & Tustin Street^ SR 55 SB On Ramp & Tustin Street^ Lincoln Avenue / Nohl Ranch Road & Santiago Boulevard SR 55 NB Ramps & Santiago Boulevard Nohl Ranch Road & Nohl Canyon Road Free Free Free Free Nohl Ranch Road & Villa Real Drive Free Free Free Free Nohl Ranch Road & Meats Avenue Free Free Free Free Nohl Ranch Road & Royal Oak Road Free Free Free Free Nohl Ranch Road & Rural Ridge Road Free Free Free Free Nohl Ranch Road & Imperial Highway (SR 90) Free Free Free Free ^ Timings were not changed to maintain the existing north/south coordination Page 37

38 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 6.1: FINE TUNED AM CYCLE LENGTHS Page 38

39 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 6.2: FINE TUNED MIDDAY CYCLE LENGTHS Page 39

40 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 6.3: FINE TUNED PM CYCLE LENGTHS Page 40

41 FINAL TIMINGS AND EVALUATION TECHNICAL REPORT Final FIGURE 6.4: FINE TUNED WEEKEND CYCLE LENGTHS Page 41

42 Fine tuned Synchro electronic files are available on the FTP site at the link below: les/ 6.2 FINE TUNED HOURS OF COORDINATED OPERATION The proposed hours of coordination operations developed from the ADT and existing timing sheets collected as part of the data collection task were fine tuned in the field to meet vehicular demand for each peak period. Fine tuned hours of coordination operation for the system are listed below in Table 6.2. TABLE 6.2: FINE TUNED HOURS OF COORDINATED OPERATION INTERSECTION Lincoln Avenue & Knott Avenue Lincoln Avenue & Western Avenue Lincoln Avenue & Grand Avenue Lincoln Avenue & Beach Boulevard (SR 39) Lincoln Avenue & Dale Avenue Lincoln Avenue & Magnolia Avenue Lincoln Avenue & Gilbert Street Lincoln Avenue & Belinda Circle Lincoln Avenue & Monterey Street Lincoln Avenue & Brookhurst Street Lincoln Avenue & Mueller Street Lincoln Avenue & Crescent Way FINE TUNED HOURS OF COORDINATED OPERATION AM MD PM WKND 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 Lincoln Avenue & Euclid Street 06:30 09:00 09:00 15:00 15:00 19:00 09:00 18:30 Lincoln Avenue & Loara Street Lincoln Avenue & I 5 SB Ramps Lincoln Avenue & Manchester Avenue Lincoln Avenue & Wilshire Avenue / I 5 NB Ramps Lincoln Avenue & West Street Lincoln Avenue & Citron Street 06:30 09:30 09:30 14:30 14:30 19:00 09:00 20:00 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 Lincoln Avenue & Harbor Boulevard 07:00 08:45 08:45 15:30 15:30 18:30 10:00 18:00 Lincoln Avenue & Clementine Street Lincoln Avenue & Lemon Street Lincoln Avenue & Anaheim Boulevard Center Street+Center St Promenade & Anaheim Boulevard Broadway & Anaheim Boulevard Lincoln Avenue & Ped Xing (Claudina Street) Lincoln Avenue & Olive Street 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 Page 42 Lincoln Avenue Street TSS Project

43 INTERSECTION Lincoln Avenue & East Street FINE TUNED HOURS OF COORDINATED OPERATION AM MD PM WKND Lincoln Avenue & Ped Xing (La Plaza) 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 Lincoln Avenue & State College Boulevard 06:30 09:00 09:00 15:00 15:00 19:00 09:00 19:00 Lincoln Avenue & Shopping Center Lincoln Avenue & Peregrine Street Lincoln Avenue & Sunkist Street Lincoln Avenue & SR 57 SB Off Ramp Lincoln Avenue & SR 57 NB Ramp Lincoln Avenue & Rio Vista Street Lincoln Avenue & Kingsley Street Lincoln Avenue & Batavia Street Lincoln Avenue & Glassell Street Lincoln Avenue & Orange Olive Road (RR Xing) Lincoln Avenue & Canal Street SR 55 SB Off Ramp & Tustin Street Lincoln Avenue / Nohl Ranch Road & Tustin Street 06:30 09:30 09:30 15:00 15:00 19:00 09:00 20:00 On going construction 06:30 09:30 On going construction Free On going construction 15:00 19:00 On going construction 09:00 18:00 SR 55 SB On Ramp & Tustin Street Lincoln Avenue / Nohl Ranch Road & Santiago 09:30 15:00 Boulevard 09:00 20:00 SR 55 NB Ramps & Santiago Boulevard Nohl Ranch Road & Nohl Canyon Road Nohl Ranch Road & Villa Real Drive Nohl Ranch Road & Meats Avenue Nohl Ranch Road & Royal Oak Road Nohl Ranch Road & Rural Ridge Road Nohl Ranch Road & Imperial Highway (SR 90) Free Free Free Free Free Page 43 Lincoln Avenue Street TSS Project

44 7.0 BEFORE AND AFTER STUDIES In order to provide a quantitative measure of the improvements gained with the new timings, travel time delay studies were conducted before and after the new timings were implemented. The travel time studies provide the user with a real world determination of the effects of the new timing plans. 7.1 TRAVEL TIME STUDIES The floating car technique was used to conduct the before and after travel time and delay studies. Using a GPS device with Tru Traffic software, the Lincoln Avenue corridor was driven during the same time periods for both the before and after implementation of new timings. The corridors were divided into links defined by signalized intersections. The boundaries of these links were identified as the center of the intersection. A minimum of five runs were conducted in each direction for each peak hour, in both the before and after conditions. A vehicle traveled the study routes until the number of sample runs was completed. Due to the ongoing construction for the road project of Lincoln Avenue Bridge Widening over Santa Ana River from Kingsley Street to Batavia Street the corridor was partitioned into two segments for conducting the After travel time studies. Segment 1: Knott Avenue to Rio Vista Segment 2: Glassell Street to Santiago Boulevard Before travel time studies for the corridor were conducted during weekdays (Tuesdays through Thursdays) beginning October 23, 2012 and ending October 25, After travel time studies were conducted during weekdays (Tuesdays through Thursdays) on March 31, 2014, May 22, 2014 and June 26, Detailed summaries for the before and after travel time studies are available at the following FTP site: As much as possible, the studies were performed under similar traffic conditions, non holiday periods, fair weather conditions, and during the same time of day. Travel time studies were conducted during the following peak hour periods: AM Peak: Midday Peak: PM Peak: 06:30 AM 09:30 AM 11:30 AM 02:30 PM 04:00 PM 07:00 PM Page 44 Lincoln Avenue Street TSS Project

45 7.2 MEASURES OF EFFECTIVENESS (MOE) The Measures of Effectiveness (MOE) collected included delay, number of stops, and travel time, fuel consumption, and emissions. These MOE s were collected using the floating car method FLOATING CAR METHOD MOES Using data collected and output generated from Tru Traffic from the travel time and delay studies, the MOEs were calculated for the corridor. The Measures of Effectiveness (MOEs) for the corridor included the Orange County Transportation Authority (OCTA) metrics and Caltrans metrics. A brief description of OCTA and Caltrans metrics is provided below. OCTA Metrics The OCTA uses a variety of metrics to calculate a Corridor Synchronization Performance Index (CSPI) to evaluate the effectiveness of signal timing projects. These metrics have been used in past signal synchronization projects, and are described below: Travel Speed: Travel Time divided by total distance traveled (mph) Green Red Ratio: Ratio of reds, defined as Stops along the study corridor with a maximum of one stop for each link, and greens, total links traveled without stopping (#) Stops per Mile: Stops divided by total distance traveled (#) Travel Speed Score: Score derived from travel speed. Maximum value of 36 Green Red Ratio Score: Score derived from Green Red Ratio. Maximum value of 40 Stops per Mile Score: Score derived from Stops per Mile Ratio. Maximum value of 33 Corridor Synchronization Performance Index (CSPI): Total of Travel Speed Score, Green Red Ratio Score and Stops per Mile Score The Travel Speed Score, Green Red Ratio Score and Stops per Mile Score are scaled according to each parameter s value. The scoring scale is show in Figure 7.1. FIGURE 7.1: OCTA CSPI SCORING SCALE Page 45 Lincoln Avenue Street TSS Project

46 The CSPI criteria has recently been updated with a different grading system which now uses Tier performance levels as opposed to letter grades, as shown in Table 7.1 below. TABLE 7.1: CORRIDOR SYNCHRONIZATION PERFORMANCE CRITERIA Performance Level Description CSPI Score Very Good Operations with very few numbers of stops at signalized intersections Signal occurring with favorable progression and travel speeds along the corridor. Synchronization >= 80 Vehicles get through most of signalized intersections without stopping. Corridor has very good signal synchronization. Tier 1 Good Signal Synchronization Tier 2 Average Signal Synchronization Tier 3 Below Average Signal Synchronization Tier 4 Needs Improvement to the Signal Synchronization Tier 5 Source: OCTA, 2012 Operations with few numbers of stops at signalized intersections occurring with good progression and travel speeds along the corridor. Vehicles get through many signalized intersections without stopping. Corridor has good signal synchronization. Operations with average numbers of stops at signalized intersections occurring with fair progression and travel speeds along the corridor. Vehicles get through above average numbers of signalized intersections without stopping. Corridor has an above average level signal synchronization. Operations with many numbers of stops at signalized intersections occurring with limited progression and slower than desired travel speeds. Many vehicles experience delay and vehicles get through fewer numbers of signalized intersections without stopping than expected. Corridor has a below average level signal synchronization. Operations with delays and numbers of stops unacceptable to most drivers occurring with over saturated conditions, poor progression, and low travel speeds. Most vehicles experience high delay and low travel speeds, and vehicles get through very few numbers of signalized intersections without stopping. Corridor needs improvement to the signal synchronization. >= 70 to 80 >= 60 to 70 >= 50 to 60 Caltrans Metrics Caltrans uses several metrics defined in the Caltrans Benefit Cost Model (Version 5.0). They are described below. Time: Calculated using travel time, through volume, and an average vehicle occupancy of 1.15 persons per vehicle (hours) Fuel Consumption: Calculated using through volume and average of University of Florida and Penic & Upchurch models with TRANSYT7F 10 default coefficients (gallons) Carbon Monoxide (CO): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) Carbon Dioxide (CO2): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) Nitrogen Oxides (NOx): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) <50 Page 46 Lincoln Avenue Street TSS Project

47 Particulate Matter (PM10): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) Sulfur Oxides (SOx): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) Volatile Oxygen Compounds (VOC): Calculated using Fuel Consumption, Caltrans B/C Model Fuel Consumption Rates, Highway Emissions Factors, and 6mph Speed (pounds) It should be noted that Caltrans B/C Model emissions factors vary based on vehicle speed. This study uses emissions factors based on a 6 mph speed. This was used because the Caltrans B/C Model Carbon Dioxide emissions factor at 6mph is tons per gallon. This value is approximately close to the tons of Carbon Dioxide per gallon recommended by the United States Environmental Protection Agency (US EPA) 1. In addition, The Caltrans metrics are calculated assuming a 2.5 hour peak period. Caltrans Costs The Caltrans Benefit Cost Model (Version 5.0) also defines costs associated with specific metrics. These costs are used to calculate the monetary benefits associated with a project. They are described below. Time Cost: Calculated using Time and $12.50 value per hour ($) Fuel Consumption Cost: Calculated using Fuel Consumption and $4.00 value per gallon of gasoline ($) Carbon Monoxide (CO) Cost: Calculated using Carbon Monoxide and $ value per ton ($) Carbon Dioxide (CO2) Cost: Calculated using Carbon Dioxide and $23.00 value per ton ($) Nitrogen Oxides (NOx) Cost: Calculated using Nitrogen Oxides and $59, value per ton ($) Particulate Matter (PM10) Cost: Calculated using Particulate Matter and $484, value per ton ($) Sulfur Oxides (SOx) Cost: Calculated using Sulfur Oxides and $182, value per ton ($) Volatile Oxygen Compounds (VOC) Cost: Calculated using Volatile Oxygen Compounds and $ value per ton ($) It should be noted that time cost assumes a statewide average hourly wage of $25.05 per hour and emissions health costs use values from the Los Angeles/South Coast Area. In addition, the Caltrans costs are calculated for a three (3) year period assuming 250 weekdays per year. 1 Page 47 Lincoln Avenue Street TSS Project

48 Table 7.2 through Table 7.4 provides a summary of before and after Tru Traffic travel time MOE (OCTA Metrics) results along Lincoln Avenue. Direction TABLE 7.2: WEEKDAY AM PEAK TRAVEL TIME OCTA METRICS SUMMARY Study Travel Speed (mph) Green per Red (#) Stops Per Mile (#) Travel Speed Score Green per Red Score Stops per Mile Score CSPI Score Segment 1: Knott Avenue to Rio Vista Street Before EB After Improvement Improvement 27.3% 128.0% 47.9% 48.2% 128.1% 26.4% 59.6% Before WB After Improvement Improvement 18.6% 78.8% 33.6% 32.7% 79.7% 17.5% 38.0% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Improvement 7.8% 41.7% 32.0% 11.5% 41.7% 11.1% 18.3% Before WB After Improvement Improvement 58.9% 60.0% 44.8% 113.8% 60.0% 60.6% 81.2% Direction TABLE 7.3: WEEKDAY MIDDAY PEAK TRAVEL TIME OCTA METRICS SUMMARY Study Travel Speed (mph) Green per Red (#) Stops Per Mile (#) Travel Speed Score Green per Red Score Stops per Mile Score CSPI Score Segment 1: Knott Avenue to Rio Vista Street Before EB After Improvement Improvement 2.3% 27.2% 13.0% 4.0% 26.4% 8.8% 11.1% Before WB After Improvement Improvement 2.4% 29.1% 14.3% 4.0% 28.8% 8.9% 11.9% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Free Improvement Page 48 Lincoln Avenue Street TSS Project

49 Direction WB Study Before After Improvement Improvement Travel Speed (mph) Green per Red (#) Stops Per Mile (#) Travel Speed Score Free Green per Red Score Stops per Mile Score CSPI Score Direction TABLE 7.4: WEEKDAY PM PEAK TRAVEL TIME OCTA METRICS SUMMARY Study Travel Speed (mph) Green per Red (#) Stops Per Mile (#) Travel Speed Score Green per Red Score Stops per Mile Score CSPI Score Segment 1: Knott Avenue to Rio Vista Street Before EB After Improvement Improvement 7.3% 67.4% 24.0% 13.8% 67.3% 17.9% 27.8% Before WB After Improvement Improvement 12.2% 37.9% 16.7% 23.4% 37.5% 11.3% 21.6% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Improvement 7.4% 61.5% 66.2% 10.7% 61.5% 15.8% 24.8% Before WB After Improvement Improvement 73.9% 316.7% 60.5% 151.4% 316.7% 48.0% 135.8% Table 7.5 provides a summary of before and after OCTA CSPI score and performance level Tier for the Lincoln Avenue corridor. TABLE 7.5: OCTA CSPI SCORE SUMMARY Direction Study AM MD PM Before After Before After Before After Segment 1: Knott Avenue to Rio Vista Street EB CSPI Score CSPI Tier Tier 3 Tier 1 Tier 4 Tier 3 Tier 4 Tier 3 WB CSPI Score CSPI Tier Tier 3 Tier 1 Tier 4 Tier 3 Tier 4 Tier 3 Page 49 Lincoln Avenue Street TSS Project

50 Direction Study AM MD PM Before After Before After Before After Segment 2: Glassell Street to Santiago Boulevard EB CSPI Score CSPI Tier Tier 1 Tier 1 Tier 1 Tier 3 WB CSPI Score Free CSPI Tier Tier 5 Tier 2 Tier 5 Tier 1 Table 7.6 through Table 7.8 provides a summary of before and after Tru Traffic travel time MOE (Caltrans Metrics) results along Lincoln Avenue. Direction TABLE 7.6: WEEKDAY AM PEAK TRAVEL TIME CALTRANS METRICS SUMMARY Study Time (hr) Fuel used (gal) Carbon Monoxide (lb) Carbon Dioxide (lb) Nitrogen Oxide (lb) Particulate Matter 10 (lb) Volatile Organic Compound (lb) Segment 1: Knott Avenue to Rio Vista Street Before EB After Improvement Improvement 22.0% 22.3% 22.3% 22.3% 22.1% 20.0% 50.0% Before WB After Improvement Improvement 15.3% 14.7% 14.8% 14.7% 14.8% 22.2% 50.0% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Improvement 13.0% 19.9% 20.7% 19.9% 20.0% 0.0% 0.0% Before WB After Improvement Improvement 36.6% 32.6% 32.3% 32.6% 37.5% 0.0% 0.0% Direction TABLE 7.7: WEEKDAY MD PEAK TRAVEL TIME CALTRANS METRICS SUMMARY Study Time (hr) Fuel used (gal) Carbon Monoxide (lb) Carbon Dioxide (lb) Nitrogen Oxide (lb) Particulate Matter 10 (lb) Volatile Organic Compound (lb) Segment 1: Knott Avenue to Rio Vista Street Before After EB Improvement Improvement 2.8% 6.0% 6.0% 6.0% 6.3% 14.3% 0.0% Page 50 Lincoln Avenue Street TSS Project

51 Direction Study Time (hr) Fuel used (gal) Carbon Monoxide (lb) Carbon Dioxide (lb) Nitrogen Oxide (lb) Particulate Matter 10 (lb) Volatile Organic Compound (lb) Before After WB Improvement Improvement 2.3% 5.1% 5.3% 5.1% 4.3% 14.3% 0.0% Segment 2: Glassell Street to Santiago Boulevard Before After EB Improvement Improvement Free Before After WB Improvement Improvement Direction TABLE 7.8: WEEKDAY PM PEAK TRAVEL TIME CALTRANS METRICS SUMMARY Study Time (hr) Fuel used (gal) Carbon Monoxide (lb) Carbon Dioxide (lb) Nitrogen Oxide (lb) Particulate Matter 10 (lb) Volatile Organic Compound (lb) Segment 1: Knott Avenue to Rio Vista Street Before EB After Improvement Improvement 6.7% 9.2% 9.3% 9.2% 9.1% 0.0% 0.0% Before WB After Improvement Improvement 10.6% 9.3% 9.3% 9.3% 9.1% 9.1% 0.0% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Improvement 6.7% 24.0% 23.3% 24.0% 16.7% 0.0% 0.0% Before WB After Improvement Improvement 47.5% 54.6% 54.7% 54.6% 57.1% 100.0% 0.0% Table 7.9 through Table 7.11 provides a summary of before and after Tru Traffic travel time MOE (Caltrans Metrics) results along Lincoln Avenue. Page 51 Lincoln Avenue Street TSS Project

52 TABLE 7.9: WEEKDAY AM PEAK TRAVEL TIME CALTRANS COST SUMMARY Direction Study Time Cost Fuel Cost Carbon Monoxide Cost Carbon Dioxide Cost Nitrogen Oxide Cost Particulate Matter 10 Cost Volatile Organic Compound Cost Segment 1: Knott Avenue to Rio Vista Street Before $6,636,020 $3,035,937 $4,654 $152,267 $151,599 $176,660 $12,334 EB After $5,173,014 $2,359,515 $3,617 $118,341 $117,822 $137,299 $9,586 Improvement $1,463,006 $676,422 $1,037 $33,926 $33,777 $39,361 $2,748 Improvement 22.0% 22.3% 22.3% 22.3% 22.3% 22.3% 22.3% Before $5,874,434 $2,715,916 $4,164 $136,217 $135,619 $158,038 $11,034 WB After $4,976,908 $2,317,828 $3,553 $116,250 $115,741 $134,874 $9,416 Improvement $897,526 $398,088 $611 $19,967 $19,878 $23,164 $1,618 Improvement 15.3% 14.7% 14.7% 14.7% 14.7% 14.7% 14.7% Segment 2: Glassell Street to Santiago Boulevard Before $380,270 $204,821 $314 $10,273 $10,228 $11,918 $832 EB After $329,738 $164,026 $251 $8,227 $8,191 $9,545 $666 Improvement $50,532 $40,795 $63 $2,046 $2,037 $2,373 $166 Improvement 13.3% 19.9% 20.1% 19.9% 19.9% 19.9% 20.0% Before $585,534 $339,596 $521 $17,032 $16,958 $19,761 $1,380 WB After $368,025 $228,884 $351 $11,480 $11,429 $13,319 $930 Improvement $217,509 $110,712 $170 $5,552 $5,529 $6,442 $450 Improvement 37.1% 32.6% 32.6% 32.6% 32.6% 32.6% 32.6% TABLE 7.10: WEEKDAY MD PEAK TRAVEL TIME CALTRANS COST SUMMARY Direction Study Time Cost Fuel Cost Carbon Monoxide Cost Carbon Dioxide Cost Nitrogen Oxide Cost Particulate Matter 10 Cost Volatile Organic Compound Cost Segment 1: Knott Avenue to Rio Vista Street Before $4,354,491 $2,143,466 $3,286 $107,505 $107,034 $124,728 $8,708 EB After $4,229,327 $2,014,899 $3,089 $101,057 $100,614 $117,246 $8,186 Improvement $125,164 $128,567 $197 $6,448 $6,420 $7,482 $522 Improvement 2.9% 6.0% 6.0% 6.0% 6.0% 6.0% 6.0% Before $4,329,599 $2,090,936 $3,206 $104,871 $104,411 $121,671 $8,495 WB After $4,233,189 $1,983,827 $3,041 $99,499 $99,062 $115,438 $8,059 Improvement $96,410 $107,109 $165 $5,372 $5,349 $6,233 $436 Improvement 2.2% 5.1% 5.1% 5.1% 5.1% 5.1% 5.1% Segment 2: Glassell Street to Santiago Boulevard Before EB After Improvement Improvement Before Free WB After Improvement Improvement Page 52 Lincoln Avenue Street TSS Project

53 TABLE 7.11: WEEKDAY PM PEAK TRAVEL TIME CALTRANS COST SUMMARY Direction Study Time Cost Fuel Cost Carbon Monoxide Cost Carbon Dioxide Cost Nitrogen Oxide Cost Particulat e Matter 10 Cost Volatile Organic Compound Cost Segment 1: Knott Avenue to Rio Vista Street Before $6,405,172 $2,935,062 $4,500 $147,208 $146,562 $170,790 $11,924 EB After $5,969,544 $2,664,886 $4,085 $133,657 $133,071 $155,069 $10,826 Improvement $435,628 $270,176 $415 $13,551 $13,491 $15,721 $1,098 Improvement 6.8% 9.2% 9.2% 9.2% 9.2% 9.2% 9.2% Before $7,619,587 $3,434,015 $5,265 $172,233 $171,477 $199,824 $13,951 WB After $6,812,712 $3,113,825 $4,774 $156,174 $155,489 $181,192 $12,650 Improvement $806,875 $320,190 $491 $16,059 $15,988 $18,632 $1,301 Improvement 10.6% 9.3% 9.3% 9.3% 9.3% 9.3% 9.3% Segment 2: Glassell Street to Santiago Boulevard Before $494,640 $258,637 $397 $12,972 $12,915 $15,050 $1,051 EB After $530,727 $320,593 $491 $16,079 $16,009 $18,655 $1,302 Improvement $36,087 $61,956 $94 $3,107 $3,094 $3,605 $251 Improvement 7.3% 24.0% 23.7% 24.0% 24.0% 24.0% 23.9% Before $656,231 $304,487 $467 $15,272 $15,205 $17,718 $1,237 WB After $348,290 $138,282 $212 $6,936 $6,905 $8,047 $562 Improvement $307,941 $166,205 $255 $8,336 $8,300 $9,671 $675 Improvement 46.9% 54.6% 54.6% 54.6% 54.6% 54.6% 54.6% 7.3 PROJECT BENEFITS The Before and After Travel Time Studies demonstrated cumulative benefits from the project. These benefits are shown in Table 7.12 and Table 7.13, which summarize reductions in travel time, fuel consumption, and vehicle emissions for a one year period. Period Time (hr) TABLE 7.12: CORRIDOR CALTRANS METRICS SUMMARY Fuel used (gal) Carbon Monoxide (lb) Carbon Dioxide (lb) Nitrogen Oxide (lb) Particulate Matter 10 (lb) Sulfur Oxide (lb) Volatile Organic Compound (lb) AM 79, ,168 8,648 1,782, MD 6,714 19,640 1, , PM 45,890 57,885 4,906 1,009, TOTAL 132, ,692 15,218 3,134,783 1, ,694 Page 53 Lincoln Avenue Street TSS Project

54 Period Time Cost Fuel Cost TABLE 7.13: CORRIDOR CALTRANS COST SUMMARY Carbon Monoxide Cost Carbon Dioxide Cost Nitrogen Oxide Cost Particulate Matter 10 Cost Sulfur Oxide Cost Volatile Organic Compound Cost AM $995,672 $408,672 $627 $20,497 $20,407 $23,780 $1,661 $1,770 MD $83,930 $78,559 $121 $3,940 $3,923 $4,572 $319 $340 PM $573,620 $231,538 $356 $11,613 $11,562 $13,473 $941 $1,003 TOTAL $1,653,221 $718,769 $1,103 $36,050 $35,892 $41,825 $2,921 $3,113 The project is estimated to produce $2.49 million in annual benefits. This monetary figure is calculated from reductions of nearly 132,258 hours in travel time, 179,692 gallons of fuel, and 3.1 million pounds of carbon dioxide in one year. The total project cost was about $927,663 for signal timing plans, equipment upgrades, and two year of signal timing maintenance and monitoring. The signal synchronization cost was about $157,400 (not including the equipment upgrades and maintenance) and the benefit to cost ratio using only the synchronization cost is about 15.8 to 1. This is the true benefit/cost ratio as nearly all upgrades were not deployed with the realization of these benefits. 7.4 TRAVEL TIME AND DELAY STUDIES VIDEO COMPARISON TOOL Iteris developed a tool that is useful to visually compare the before and after travel times. This tool uses actual video recorded during the before study and the after study and places them side by side to compare the travel of vehicles across an entire corridor. Additionally, the tool displays animation of icons representing the study vehicles driving along the corridor synchronized with each video. This tool visually depicts the data that is presented in travel time study tables presented in the next section. A sample of this tool is shown in Figure 7.2. Page 54 Lincoln Avenue Street TSS Project

55 FIGURE 7.2: ITERIS BEFORE & AFTER STUDY COMPARISON TOOL At the end of the comparison presentation, the tool displays the results of the travel time for the before and after data presenting the benefits gained by the traffic signal synchronization project. This tool is extremely effective in presentations to the public as well as elected officials. Iteris has created a similar before and after video along Lincoln Avenue for the PM peak. The video is available at the following FTP site: Page 55 Lincoln Avenue Street TSS Project