Retiming and Performance Evaluation

Transcription

1 Retiming and Performance Evaluation For State Energy Program (SEP) Grant Broward East-Central Traffic Synchronization Project Grant Task 10 Public Works Department Highway Construction and Engineering Division Traffic Signalization Improvement Program RLI# R R1 - Work Authorization ME-0010 Metric Project No Prepared By: Metric Engineering, Inc. 615 Crescent Executive Ct - Suite 524 Lake Mary, FL Florida Cert. No. EB

2 INTRODUCTION This report specifies the work tasks performed by Metric Engineering, Inc. (Metric) in order to satisfactorily complete the SEP Grant scope of services. This report presents existing conditions, existing timings and phasing, proposed timings and phasing as well as the data that was used to develop the coordination timings of two peak-period timing plans and one off-peak timing plan associated with the following four corridors located in east-central Broward County: Commercial Boulevard from University Drive to US-1 (25 Signals) Oakland Park Boulevard (OPB) from University Drive to US-1 (32 Signals) Sunrise Boulevard from University Drive to US-1 (Gateway) (32 Signals) US-1 from Commercial Boulevard to Sunrise Boulevard (19 Signals) The analysis was done using standard data collection methods and field reviews in order to ensure that the final timings are based on the existing traffic. The project location map shown on the following sheet provides the location of the four corridors involved in this study. In addition, a node diagram located in Appendix 1 shows the lane configuration of each signalized intersections included in this project. Task 2: BEFORE SYSTEM ASSESSMENT This task included a qualitative and quantitative assessment of traffic signals and traffic signal systems. This task also involved the collection of existing information and engineering data to provide the before data relating to signal system performance. Automatic Traffic Counts Directional seven-day, twenty-four hour traffic counts were taken at 4 locations, one per corridor, utilizing tube counters (See Appendix 2). The seven-day count station locations were selected to provide sufficient data to determine daily and weekly variations in traffic and to establish traffic patterns. The traffic count data was analyzed and it was found that traffic characteristics on weekdays were consistent. However, there is a notable difference on traffic patterns among corridors. While the pattern traffic on Commercial Boulevard and to a lesser degree on Sunrise Boulevard presented high traffic directional 1

3 Hawks View Blvd 1398 JB (Pine Island Rd North) 1209 CCU LOOP BACK 25/0 Shoppes Of Fountain PED Cypress Rd NW 73 Ave Golf cart crossing 300 N. of Inverrary Dr. Fig Tree Lane 2243 PED 1517 FIREHOUSE 2335 Install GMJB at this location NW 11 St PED 2252 JB-207 NW 57 St NW 60 St NE 11 St NE 1 ST 1333 NE 5 St NE 4 St NE 3 St NE 2 St y Dixie Hwy American Legion Way / SW 2 St NE 53 St 1172 NE 1 St 1374 Holy Cross Hospital NE 20 Ave 1370 (NE 3000 BL) (NE 2800 BL) (NE 2700 BL) PED 2147 Imperial Pointe Hospital SE 4 St NW 4 St NW 120 Ave SW 3 ST NW 118 Ave Broward Blvd DATE Commercial Blvd Oakland Park Blvd Sunrise Blvd Sawgrass NW 44 St NW 115 Terrace NW 112 Ave Old Hiatus Rd X- Way NW 32 Pl Hiatus Rd SB Ramp NW 110 Ter Hiatus Rd NW 108 Ave 107 Ave 80 St Hiatus Rd Joshlee SR PL Blvd NW 106 Ave Nob Hil Rd NW 6 St NW 50 St NW 29 Manor Sunset Strip Sunrise Blvd NW 12 St Nob Hil Rd Nob Hil Rd Nob Hil Rd NW 77 St NW 66 St Springtree Lake Drive NW 41 St Oakland Park Blvd Sunset Strip Central Park Place NW 94 Ave Sunrise Blvd Central Park Place Torchwood NW 13 St Cleary Blvd Wim beldon Lakes Dr NW 81 St Mc Nab Rd NW 94 Ave NW 94 Ave Pine Island Rd NW 91 Ave Commercial Blvd NW 44 St NW 90 Ter Sunrise Lakes Blvd Sunrise Lakes South Jacaranda Country Club Dr Holly Ct Pine Island Rd NW 90 Ave Lagos de Campo Blvd OAKLAND PARK BOULEVARD Hiatus Rd DESCRIPTION BEGIN BEGIN BEGIN Central Park Dr NW 12 St REVISIONS Pine Island Rd Gatehouse Rd DATE Southgate Blvd 75 Lauderdale West Dr NW 84 AVE. St NW 61 St NW 84 Ter NW 50 St NW 25 Ct Jacaranda Plaza NW 84 Ave NW 82 Ave NW 82 Ave Spring Tree Drive BJ S NW 27 Pl (fire P.E) S. Marcano Blvd Cleary Blvd NW 3 St American Xway NW 82 Ave SW 3 ST NW 80 Ave NW 79 Ave NW 17 Ct University Dr University Dr University Dr N. Marcano Blvd Motorola Entrance NW 5 St NW 2 St Inverrary Blvd University Dr NW 74 Ter Atrium West El Dorado Pkwy NW 82 St NW 78 St NW 72 St NW 58 St NW 75 Ave Inverrary Dr West NW 76 Ave NW 70 Ave NW 11 Pl NW 4 St Tropical West NW 70 Ave NW 70 Ave Broward Blvd NW 72 Ave NW 71 Ave NW 78 Ct NW 57 St NW 71 NW 16 St DESCRIPTION Mc Nab Rd NW 69 Ave SW 81 Ave Environ Blvd Oakland Park Blvd N W 7 0 A v e SW 83 Ave NW 64 SW 17 ST A v e SW 23 ST NW 65 Ave NW 64 Ave In v NW 68 Ave (NW 59 Ave) SW 5 St e r NW 64 Ave Sunset Strip Plantation Rd Kimberly Blvd NW 61 Ave SW 77 Ave Commercial Blvd NW 44 St r a SW 81 Ave Bailey Rd r y r D NW 60 Ave NW 25 St NW 15 St NW 54 Ave The Com m ons NW 56 Ave NW 19 St NW 1 St Southgate Blvd NW 75 AV Avon Lane Tam-O-Shanter Woodlands Blvd Rock Island Rd Florida s Turnpike Florida s Turnpike Forest Blvd NW 50 St NW 50 Ave NW 50 Ave NW 48 Ave NW 69 Av NW 49 Ave NW 47 Tr NW 47 Ave SW 64 Ave Blvd of Champs Mc Nab Rd COMMERCIAL BOULEVARD NW 56 Ave (Ped) NW 55 Ave SW 68 Ave Bailey Rd SW 46 Ave NW 66 Av SW 17 St NW 46 Ave NW 1 St NW 21 St NW 16 St NW 12 St NW 5 St NW 4 St NW 3 Ct SUNRISE BOULEVARD SW 8 Ct East Acre ENGINEERS PLANNERS SURVEYORS Rock Island Rd NW 26 St NW 46 Ave NW 47 Terr SW 18 ST Sunshine Plaza NW 36 St NW 43 Ave SR 7 NW 53 St SR 7 SR 7 Sunrise Blvd NW 42 Ave Mainlands Dr SR 7 SR 7 SW 7 St SW 12 St NW 37 Ave NW 38 Ave SW 38 Ave NW 36 Tr NW 29 St SW 6 St NW 44 St NW 42 St NW 41 St NW 37 St NW 34 St Oakland Park Blvd NW 35 Ave Hawkins Dr Prospect Rd Commercial Blvd NW 46 St NW 26 St NW 24 St NW 21 St Sunrise Blvd NW 8 St NW 6 Ct METRIC ENGINEERING, INC. 615 CRESCENT EXECUTIVE CT SUITE 524 LAKE MARY, FLORIDA TEL. (407) FAX. (407) CERTIFICATE OF AUTHORIZATION 2294 SW 62 AV SR 7 NW 19 St NW 35 Ave NW 34 Ave NW 35 Ave NW 65 Dr NW 33 Ave NW 33 Ave NW 14 St NW 34 Ave Som erset Dr NW 33 Ave NW 31 Ave Broward Blvd SW 7 St NW 31 Ave NW 31 Ave NW 31 Ave NW 31 Ave SW 29 Ter. SW 28 AVE Florida s Turnpike NW 28 Ave NW 29 Ave Mc Nab Rd NW 44 St NW 11 Ct NW 27 Ave Cypress Blvd NW 39 St NW 27 Ave NW 26 Terr 27 Ave Prospect Rd NW 24 Ave NW 26 St NW 24 Tr 16 St SW 6 ST ROAD NAME NW 24 Ave NW 27 Way NW 24 Ave NW 24 Ave NW 23 Ave NW 22 Ave Atlantic Blvd NW 21 Ave Oakland Park Blvd NW 21 Ave Cypress Creek Rd BROWARD COUNTY Calvary Chapel I-95 NW 18 Ave East Oaks Dr NW 6 St/Sistrunk Blvd SW 18 Ave NW 16 Ave Palm Aire NW 21 Ave NW 14 Ct North Course Drive Palm Aire Drive South NW 15 Ave I-95 NW 15 Ave NW 2 St NW 15 Ave NW 15 Ave NW 12 Ave NW 10 Ave Gateway NW 12 Ave Sunrise Blvd SW 11 Ave NW 10 Terr Commercial Blvd Broward Blvd PUBLIC WORKS DEPARTMENT NW 21 Ave SW 14 Ave NW 10 Ave Powerline Rd Powerline Rd NW 9 Ave SW 9 Ave Pompano Park Place South Palm Aire NW 9 Ave Powerline Rd NW 9 Ave NW 6 W ay SW 6 St SW 7 St Cypress Bend I-95 NE 24 St NE 21 Ct NW 5 Ave NW 7 Ave NW 5 Ave NW 38 ST NW 26 St NW 7 Ave New River NW 21 Ave Andrews W ay NW 29 St US 1 NW 16 St NW 13 ST NW 1 Ave NW 4 St NW 2 St NW 2 Ave Andrews Ave SW 2 St Las Olas Andrews Ave NW 1 AV NW 18 Ave NE 41 St Andrews Ave SW 8 St NE 3 Ave NW 16 Ave NE 57 CT NE 1 Terr NE 3 AV Prospect Rd NE 3 AVE NE 4 Ave NE 26 St SE 3 Ave NE 5 Ave NE 5 AV END Wilton Dr Wilton Dr/NE 4 Ave US 1 Andrews Ave NE 7 Ave END [Slaved to SE 7 St. ] NE 6 Ave NE 7 Ave NE 6 Ave NE 6 Ave NE 42 St Dixie Hwy Flagler Drive SE 6 St I-95 NE 9 Ave BEGIN NE 9 Ave NE 6 St SE 7 St NE 10 Ave SE 8 Ave Dixie Hwy NE 38 ST NE 34 Ct Dix SW 3 St SW 6 St i e NE 11 Ave NE 9 St NE 11 Ave H w NE 12 Ave SE 9 Ave Dixie Hwy NE 17 St NE 14 Ave NE 8 St/Nininger Dr END SE 11 Ave NE 49 St SE 15 Ave NE 53 St NE 13 Ave Floranada Rd NE 13 St NE 15 Ave NE 15 Ave NE 16 Ter NE 63 St NE 16 Ave NE 15 Ter NE 17 Ave Broward Blvd SE 16 Ave NE 15 AVE Oakland Park Blvd NE 27 St NE 24 St NE 22 St NE 21 St NE 19 St NE 17 Ter NE 14 W AY Cypress Rd NE 17 W ay NE 18 Ave NE 18 Ave NE 16 Ave US 1 US 1 NE 33 Ct Coral Gardens NE 2500 Blk NE 16 St NE 1 Ave NE 2 Ave NE 18 Ave NE 19 Ave SE 21 Ave NE 20 Ave Atlantic Blvd SE 5 Ct SE 9 St SE 2 St SE 3 St NE 62 St NE 56 ST NE 20 Ave NE 43 St Middle River Dr Vistamar St Terra Mar St Bayshore Dr Sebastian St Las Olas Blvd Middle River Dr NE 5 Ave Sem inole Bayview Dr SE 25 Ave Middle River Dr SE 5 St NE 10 Ave Commercial Blvd NE 45 St NE 44 St NE 37 St NE 11 Ave NE 40 St NE 16 Ct Seabreeze NE 23 St NE 21 St NE 19 St NE 18 St NE 14 Ct Birch Rd NE 18 Ave Bahia Mar SE 12 St Mc Nab Rd/SE 15 St US 1 NE 26 Ave Cortez St NE 22 Ave Rio Mar St PROJECT LOCATION MAP NE 2 1 Rd Bayview Dr SE 7 St SE 9 St 58/59 St U-Turn Bayview Dr NE 20 Ave SE 2 St US 1 NE 65/66 St NE 30 St Gatehouse Rd Sea Grape Dr Palm Ave Sunrise Blvd NE 2 ST NE 22 Ave SE 24 Ave Terra Mar Dr 1700 Block SR A-1- A Galt Ocean Dr NE 26 Ave SE 13 St Assumption Church Flamingo Ave NE 41 St NE 40 St NE 36 St NE 34 St NE 32 St NE 2 St Riverside SR A-1- A Datura Ave Imperial Ln Washingtonia Ave El Prado Ave Oakland Park Blvd

4 volumes during AM and PM peak hours and low traffic volumes on both directions during midday peak hour, the rest of the corridors under study presented similar traffic volumes throughout the day from 7:00 AM to 6:00 PM independent of the direction. Manual Turning Movement Counts Existing manual counts provided by Broward County were used for most of the signalized intersections included in this study. The year when these counts where taken range from 1997 to At signalized intersections with no data, manual count data was collected in 15-minute intervals during the peak periods on Tuesday, Wednesday or Thursdays. For pedestrian intersections, counts were calculated using the counts of the closest signalized intersection. All manual counts utilized in this study are located in Appendix 3. Signal Assessment On the fourth week of January, 2012, a traffic engineer from Metric visited all critical intersections associated with the four corridors located in east-central Broward County during the morning, afternoon, and evening peak traffic periods. The objective was to identify possible bottlenecks, capacity constraints and saturated links. The field review included both stationary observations at critical intersections and moving observations within the traffic stream. The follow is a list of critical signalized intersections that govern the traffic pattern in the project area: On Commercial Boulevard: University Drive Rock Island Road Turnpike SR-7 NW 31 Avenue Powerline Road I-95 ramps Dixie Hwy US-1 3

5 On Oakland Park Boulevard (OPB) University Drive Rock Island Road SR-7 NW 31 Avenue I-95 ramps Powerline Road Andrews Avenue Dixie Hwy US-1 On Sunrise Boulevard University Drive NW 56 Avenue Turnpike NW 31 Avenue I-95 ramps US-1 (Searstown) US-1 (Gateway) On Sunrise Boulevard Commercial Boulevard Oakland Park Boulevard NE 26 street Sunrise Boulevard (Gateway) The roadway geometry of these four corridors is similar. All are 6 lane divided urban roadways with a concrete median and exclusive left turn lanes at each signalized intersection. Land use along the project area is a mixture of office, commercial and multifamily residential developments. The area along the three east-west corridors, east of I-95 ramps is characterized by closely spaced driveways and very little room for expansion. The posted speed limit for most of the area is 45 mph with the exception of the area east of I-95 ramps where the posted speed limit is 35 mph for the Commercial Boulevard and Oakland Park Boulevard, 40 mph for Sunrise from I-95 ramps to US-1 (Searstown), and 35 mph for Sunrise from US-1 (Searstown) to US-1 (Gateway). Broward County is in the process of migrating from the existing UTCS system to a new ATMS system. Some of the signal controllers under this project are still controlled by the 4

6 UTCS system. A list of these controllers is shown in Appendix 4. Some limitations of the UTCS included the impossibility of lead/lag changes by Time of Day plan. Pre-Retiming Travel Time Metric performed before travel time studies for the four corridors. Based on the scope, a minimum of three (3) travel-time runs were performed for each timing pattern using the floating car technique, utilizing a GPS device acceptable to the County in each direction of the four corridors for the AM Peak (7:00 a.m. to 9:00 a.m.), Midday Peak (11:00 a.m. to 1:00 p.m.) and the PM Peak (4:00 p.m. to 6:00 p.m.) weekday traffic periods as contained in the FDOT Manual on Uniform Traffic Studies (MUTS) Chapter XIV, Travel Time and Delay Study. These studies were performed on a Tuesday, Wednesday or Thursday. The results of this study are located on Appendix 5. Task 3: DATA ANALYSIS USING MICRO-SIMULATION The existing conditions on each corridor were evaluated using the SYNCHRO 7 computer program along with the manual counts already collected and the existing timing data of each intersection provided by Broward County (See Appendix 6). The existing signal operation was observed at each intersection to verify signal phasing and correct operation according to the current controller settings. Time-Space Diagrams (TSP) of existing conditions for AM, Midday, and PM periods were developed using the Tru- Traffic TS/PP software program. All TSP s for the four corridors are located in Appendix 7. Most of the signalized intersections had a 160 second cycle length with the exception of the intersections located on Commercial Boulevard from NW 70 Avenue to Powerline Road where the cycle length was 180 seconds during the AM and PM periods. The cycle length for the proposed timing plans on each period was established by Broward County. This was a 180 second cycle length for the AM and PM periods and 160 second cycle length for Off-Peak Period. In addition, timing parameters such as initial, green extension, yellow, and red time as well as pedestrian walk intervals and clearance intervals time were maintained as required by Broward County. A saturation flow rate of 1900 vehicles per hour of green per lane (vphgpl) was used in the SYNCHRO 7 model. 5

7 From this point in the project, an iterative process of analyzing several SYNCHRO runs was initiated to develop timing plans for each intersection. The analysis included reviewing the existing phasing and recommending changes as necessary. These changes consisted of, but are not limited to, implementing lead/lag, modifying phase order on side streets, etc. Constraints of the software running a particular intersection (UTCS vs. ATMS.now) were considered especially in the lead/lag implementation. Double cycling of smaller intersections was analyzed in some intersections. Consideration was first given to the quality of progression and then secondarily to vehicular delay on both the side street and main line as well as the queues. Since the traffic volumes on Oakland Park Boulevard, US-1 and to a lesser degree on Sunrise Boulevard are approximately flat during the entire day according to the results of the automated traffic counts, the cycle length for the Off-Peak period to be used for the Midday period was change to 180 seconds. The next step was the offset adjustment for each intersection as required to improvement the mobility of the arterial traffic flow. The offset adjustments were made utilizing the time space diagram features contained in the Tru-Traffic TS/PP software program. After all of the adjustments were made, a final SYNCHRO run was used to evaluate the changes. Bandwidth efficiency and bandwidth attainability were utilized as a basis for improving quality of progression. The bandwidth of each direction of travel is shown on each TSD generated by Tru-Traffic TS/PP program and cross streets are labeled on the time space diagrams. TSDs for all corridors were developed without the lead/lag restrictions imposed by the UTCS system. These TSDs could be used in the future by the County when the ATMS system will be implemented at all the signalized intersections included in this study (See Appendix 8). Another set of TSDs in conjunction with SYNCHRO inputs and outputs with timing sheet parameters per corridor were developed incorporating the UTCS system limitations and submitted to the County for review and approval. All comments from the County were incorporated and final timing plan sheets with TSD per corridor were prepared and sent to the County for implementation. 6

8 Task 4: SYSTEM TIMING IMPLEMENTATION AND FINE TUNING On the first week of June, the County made the direct database entry coding into the UTCS and ATMS systems. During the next three weeks, Metric personnel reviewed the time-of-day and day-of-week timing pattern data and fine-tuned this data as required. This evaluation was done in two stages per corridor. The first stage was an initial field verification with emphasis on the review of the operation of the timing plans to verify that the correct cycle lengths, splits, and offsets were being implemented by the system and that no major timing errors were apparent. The second stage included a detailed onstreet review of the operation of all timing plans at each critical intersection to determine the locations at which fine-tuning was required due to excessive queues or vehicle delays. All adjustment made during this stage were incorporated in the SYNCHRO model, and the TSDs were modified accordingly. This final documentation as well as the final timing parameter per controller generated by the UTCS and ATMS systems is located in the Appendices 9 and 10. Task 5: AFTER SYSTEM ASSESSMENT On the last week of June, after the traffic signal timing plans were fine-tuned and reviewed, Metric performed the after travel time studies for the four corridors. These travel runs provided an assessment of the after conditions within each project control section. These studies were performed on a Tuesday, Wednesday or Thursday and used the same methodology utilized for the pre-timing travel time studies. The results of these studies are located in Appendix 5. Task 6: RESULTS OF BEFORE AND AFTER EVALUATION The travel time study data included in Appendix 5 were reviewed to provide a summary of the findings from the Before and After Analysis of the travel time and delay. In addition, these findings have been compared with the Grant Application Performance Objectives presented below: Off-Peak Objectives: Reduce average vehicles delay on each synchronized segment by 30% Reduce total vehicle stops on each synchronized segment by 15 % 7

9 Improve average vehicle travel time on each synchronized segment by 20% Peak Period Objectives: Reduce average vehicles delay on each synchronized segment by 15% Reduce total vehicle stops on each synchronized segment by 10 % Improve average vehicle travel time on each synchronized segment by 10% General Objectives: Reduce fuel consumption on program segments by 15% Reduce greenhouse gas emissions on program segments by 15% The before-and-after time delay analysis provides a measure of effectiveness of the improved signal timing plans by quantifying the savings in travel time, delay, fuel and emissions. The travel time and delay analysis software package GeoStats TravTime was used to compare the before and after measures-of-efficiency. The project resulted in a net decrease in delay, travel time and number of stops as summarized below. Peak Period: CORRIDOR VEHICLE DELAY VEHICLE STOP TRAVEL TIME REDUCTION (%) REDUCTION (%) REDUCTION (%) Grant Objectives Commercial Blvd Oakland Park Blvd. (OPB) Sunrise Blvd US-1 Blvd Off-Peak Period: CORRIDOR VEHICLE DELAY VEHICLE STOP TRAVEL TIME REDUCTION (%) REDUCTION (%) REDUCTION (%) Grant Objectives Commercial Blvd Oakland Park Blvd. (OPB) Sunrise Blvd US-1 Blvd

10 During AM and PM peak-hour periods, the Grant Objectives were fully achieved. The vehicle delay reduction was at least three times greater than required in most of the corridors with the exception of OPB where the reduction was 1.6 times greater. Improved results were found in the vehicle stop reduction with a reduction of at least four times of the required reduction in most of the corridors with the exception of OPB where the reduction was three times greater. The reduction on travel time was not as pronounced as in the others objectives but this grant objective was exceeded by more than double in Sunrise Boulevard. During the Off-Peak period, the results vary on each corridor. Commercial Boulevard and Sunrise Boulevard presented the best result where two of the Grant Objectives were achieved. In contrast, just one of the grant objectives was achieved on US-1 Boulevard and none of them was reached on OPB. The reason all of the Grant Objectives could not be achieved could be explained due to the effect of coordination along the corridors is being diluted when the traffic volume on side streets is low. Usually, the traffic volume on side streets is lower during Off-peak periods than during Peak periods. In addition, during coordination any time not used for side streets and left turn movements is given to the main street movement. Therefore, the level of improvements tends to be lower in offpeak periods compared with peak periods. Regarding the General Objectives, the results are shown in the following table: CORRIDOR Fuel Consumption Reduction (%) Total VOC Emissions Reduction (%) Total CO Emissions Reduction (%) Total NOX Emissions Reduction (%) Grant Objectives Commercial Blvd Oakland Park Blvd Sunrise Blvd US-1 Blvd The General Objectives for the greenhouse gas emissions were achieved with the exception of the total NOX emissions where the percentage of reduction was 2% less than the General Objective. However, the fuel consumption reduction was not reached for 9

11 any of the corridors. Explanation for these results could be related to the fact that fuel consumption depends of several factors. While the reduction in delay, total stops and travel time help to reduce the fuel consumption, the increase of average speed has the opposite effect. The weight of these factors could result in a net reduction or an increase of the fuel consumption. Monetary Savings The GeoStats TravTime software provides an estimate of the fuel consumption in gallons per vehicle. The annual monetary savings to the typical user as a result of the improvement can be estimated based on the savings in fuel and reduction in travel time experienced by the test vehicle. The annual monetary savings of the project to the users is the value of time saved in travel through the system plus the value of fuel savings over a one-year period. The total annual monetary savings is estimated by multiplying the average annual savings per user by the total users. The savings computations are calculated for 260 weekdays per year and are limited to the following time periods: Period AM 7:00 to 10:00 PM 3:00 to 6:00 Off Peak 11:00 to 1:00 The daily traffic volumes during these periods were estimated as an average of weekday traffic volume taken from the automatic traffic counts (see Appendix 3). The parameters utilized for the monetary saving are described on the following page: Parameter Value Source Travel Time Delay Cost $8 per hour of travel person 2011 Urban Mobility Report by Texas Transportation Institute Auto Occupancy 1.34 person per vehicle 2008 Transportation System Performance Monitoring Study by Miami Dade MPO average cost per gallon for 2011 Urban Mobility Report by $2.74 regular gasoline Texas Transportation Institute 10

12 The results of the travel time and delay study represent a vehicle that completely traverses through each of the traffic signals along each corridor. An analysis of the turning movement counts shows that more than half of the trips in each roadway completely traverse the corridor. Therefore, the traffic volume for each time period analyzed is assumed to be 50% of the total traffic volume for the same time period. To estimate the cost savings, the following formulas were utilized per period and per direction: Saving from fuel consumption = 50% yearly traffic x Fuel Consumption reduction x Average cost per gallon of regular gasoline Saving from total travel time reduction = 50% yearly traffic x Total travel time reduction x Auto Occupancy x Cost of travel person As shown in the tables located on the following pages, the average annual cost savings to the public as a result of the improvement is estimated as: $11,355, These cost savings do not include the travel time reduction of vehicles that do not completely traverses through each of the traffic signals along each corridor, or the savings for the reduction of greenhouse gas emissions. 11

13 Commercial Blvd Volume/Day Yearly Traffic Yearly Traffic (50%) Fuel Consumption Reduction (Gal) Saving from fuel consumption Total Travel Time (secs) Saving from delay reduction Eastbound AM (7 10) $17, $747, PM (3 6) $5, $144, Off Peak $11, $450, Westbound AM (7 10) $7, $171, PM (3 6) $47, $1,599, Off Peak $26, $880, Total $115, $3,993, Oakland Park Volume/Day Yearly Traffic Yearly Traffic (50%) Fuel Consumption Reduction (Gal) Saving from fuel consumption Total Travel Time (secs) Saving from delay reduction Eastbound AM (7 10) $10, $401, PM (3 6) $12, $647, Off Peak $16, $676, Westbound AM (7 10) $1, $45, PM (3 6) $3, $351, Off Peak $1, $237, Total $43, $2,359,

14 Sunrise Blvd Volume/Day Yearly Traffic Yearly Traffic (50%) Fuel Consumption Reduction (Gal) Saving from fuel consumption Total Travel Time (secs) Saving from delay reduction Eastbound AM (7 10) $26, $407, PM (3 6) $11, $771, Off Peak $33, $857, Westbound AM (7 10) $16, $630, PM (3 6) $1, $623, Off Peak $13, $931, Total $72, $4,222, US 1 Volume/Day Yearly Traffic Yearly Traffic (50%) Fuel Consumption Reduction (Gal) Saving from fuel consumption Total Travel Time (secs) Saving from delay reduction Northbound AM (7 10) $1, $194, PM (3 6) $ $8, Off Peak $1, $167, Southbound AM (7 10) $1, $88, PM (3 6) $1, $96, Off Peak $2, $130, Total $8, $686,