HomeMy WebLinkAboutAgenda Statement 1986/03/04 Item 10 COUNCIL AGENDA STATEMENT
Item 10
Meeting Date 3/4/86
ITEM TITLE: Resolution Approving Agreement between PRC
Engineering and the City of Chula Vista for consulting
services for the Fuel Efficient Traffic Signal Management
Program
SUBMITTED BY: Director of Public Works/City Engine- 1
REVIEWED BY: City Manager (4/5ths Vote: Yes No X )
Recently, the City was awarded a $42,000 Fuel Efficient Traffic Signal
Management Program grant to retime 40 signalized intersections. These
intersections are currently controlled by our computerized signal interconnect
system. Consultant expertise and assistance is necessary to develop the
required optimized traffic signal timing plans for this program. The
consulting firm of PRC Engineering has been selected to provide this service
to the City.
RECOMMENDATION: That Council adopt the attached resolution approving an
agreement between PRC Engineering and the City for consulting services to
develop optimized traffic signal timing plans.
BOARDS/COMMISSIONS RECOMMENDATION: Not applicable.
DISCUSSION:
On November 26, 1985, the City Council authorized staff to make application
for a Fuel Efficient Traffic Signal Management (FETSIM) program grant. The
purpose of this program is to provide direct technical and financial
assistance to local agencies to develop more efficient traffic signal timing
plans to reduce unnecessary stops, delays and fuel consumption.
On December 18, 1985, we received notification from CalTrans that the City had
been awarded a $42,000 grant to retime 40 signalized intersections. Because
of the amount of work involved and the required technical expertise,
consultant assistance is necessary for this project.
RFP' s were sent out in January and four consulting firms submitted proposals
to the City for this project. A consultant selection committee evaluated each
of the proposals and interviewed each of the consultants. The firm of PRC
Engineering was unanimously selected by the committee based on the following:
Page 2, Item
Meeting Date
proposal responded more directly to the Request for Proposals.
• They had more demonstrated competence and experience in this type of
project and have successfully participated in prior FETSIM grants for
other cities.
• The Project Manager, Mr. Khal Shah, is highly respected in this field
of expertise. The steering committee was impressed with this
individual and his technical staff.
• They indicate considerably more staff effort to the project,
especially with the Project Manager.
The duration of this project is one year, per the attached schedule, and is
divided into the following five major task categories:
Task 1 Develop Link/Node Diagram
Task 2 Data Collection and Data Coding
Task 3 Model Calibration
Task 4 Signal Optimization and Evaluation
Task 5 Final Report
The total cost estimate for the consultant's services is $34,100 and will be
paid on a cost reimbursement basis through the $42,000 grant. The remaining
grant funding will cover various City-incurred operating expense, computer
expenses and miscellaneous items.
A copy of the RFP and the consultants project proposal is available in the
Council 's office for your perusal.
FISCAL IMPACT: Our local match for this project involves $13,000 of City
staff services (approximately 450 staff hours). Development of 40 optimized
signal timing plans through this program should save approximately $30,000 in
the cost of implementing a new Citywide signal system.
CHG:nr/
WPC 1915E
%7
b .e City • !Icil of
Chula Vista, California
Dated e3 � !�
pr'c
PRC Engineering Planning Research Corporation
1500 Planning Research Drive
McLean.VA 22102
703-556-2400
Telex 248372 PRC
TWX 7 10-8330966
March 3, 1986
Mr. Charles H. Glass
City Traffic Engineer
City of Chula Vista
276 Fourth Avenue
Chula Vista, CA 92010
Subject: Fuel Efficient Traffic Signal
Management Program/Contract Agreement
Dear Mr. Glass:
Returned for the City's formal execution are three (3) properly signed
copies of the subject agreement.
For your information, one small change was made to each document. The
signature page was changed to add the word "Inc." after PRC Engineering
to reflect our proper corporate name.
Once the agreement has been fully executed, please return a copy for
our records.
Sincerely,
. /
. . : trykanyn
Division Vice President
JP:jr
cc: K. Shah
enclosures (3)
ATTACHMENT 1
TASK DESCRIPTIONS
Task 1 :
a) Field Check Equipment (City responsibility)
b) Attend Orientation Workshop
c) Develop Network Diagram Showing Node Numbers, Link Numbers and Link
Lengths
d) Produce Link/Node Diagram (Due - March 24, 1986) .,
Task 2:
a) Collect Field Data (includes Data for Existing Signal Timing, Vehicle
Speeds, Volumes, Saturation Flows, Lost Time, Green Extension,
Midblock Flow Profiles, and Queue Lengths)
b) Transfer Raw Data to Data Reduction Sheets
c) Produce Data Reduction Sheets (Due - May 8, 1986) (For three
time-of-day plans) -
Task 3: •
a) Code Data in Computer and Complete Initial Simulation Runs
b) Attend Calibration Workshop
c) Calibrate Model
d) Produce Calibrated Simulation Runs (Due - August 8, 1986) (For three
time-of-day plans)
Task 4:
a) Attend implementation Workshop
b) Complete TRANSYT Optimization Runs and Select Timing Plans
c) Complete "Before" Field Evaluation
d) Implement Timing Plans (City responsibility)
e) Fine Tune Timing Plans ,, ..
f) Complete "After" Field Evaluation '
g) Complete TRANSYT Simulation of Fined-Tuned Field Plans
h) Produce Simulation Runs of Fine-Tuned Field Plans (Due - November 24,
1986) (For three time-of-day plans)
Task 5:
a) Complete Final Report Per Caltrans Guidelines
b) Attend User Workshop
c) Produce Final Report (Due one week prior to the User Workshop in
January 1987
WPC 1809E
•
S .
ti
b
. - m
W
4 t _ $
N ■°
GO
.8.3 i rl .:....:;:::,;:":
w
m m
.•a
s
►•7 -4
w
t ::;:::<::.:: ON co
m
m -4 40 .
. ' r
aw S
'-'
m 'o
C'
: J N F w
•
/ . r
ko m i v
a c
ho;o
A
8 a 8 7.4 i i i 1! i
12,,„ 8 VI t Et` :-.40. .§ --:2 g -t -4 E :r° ti !1 , .3 R i 1 .1'" _ a off. �tl . h.Y.
ATTACHMENT #3
SCOPE OF WORK
This consultant service is for the optimization of traffic signal timing in
the central city quarter mile grid network utilizing the TRANSYT-7F computer
program. There are a total of 40 interconnected signalized intersections and
seven 8-phase intersections in the study area. This is part of the Fuel
Efficient Traffic Signal Management Grant program administered by Caltrans to
operate traffic signal systems in a: manner that minimizes fuel consumption and
reduces stops and delays at signalized intersections. The TRANSYT-7F program
will be implemented on SANDAG' s prime 750 computer. Proposals not utilizing
SANDAG's computer will not be considered.
The consultant will be required to conduct all tasks necessary to perform the
above stated optimization program. These tasks include, but are not limited
to those listed in the attached Task Description (attachment 1 ). The project
must be executed within the dates shown in the attached FETSIM Project
Schedule (attachment 2).
The cost proposal required under Section 2.3 of the Proposal Format and
--Content shall be broken down into two sections as follows:
1. All Tasks. Consultant should note that some of the listed
subtasks are the responsibility of the City.
2. Consultant should submit the estimated cost of sending one
consultant person to four (4) workshops held in the Los Angeles or
Orange County area unless evidence of adequate experience with
signal timing optimization using the TRANSYT-7F model is provided.
WPC 1809E
j /
•
OPTIMIZATION OF TRAFFIC SIGNAL SYSTEMS
PROPOSAL INSTRUCTIONS AND CONDITIONS
1. GENERAL CONDITIONS
1.1 Limitation t
This Request for Proposal (RFP) does not commit the City of Chula Vista to
award a contract, to pay costs incurred in the preparation of a proposal in
response to this request, or to procure or contract for services or supplies.
The City reserves the right to accept or reject any or all proposals received
as a result of this request, to negotiate with all qualified sources, or to
cancel all or part of this RFP.
Further, the City reserves the right to contract to others certain specific
tasks. -
1.2 Award
The City of Chula Vista will request selected RFP respondents to present an
oral briefing of their proposal . The selected finalists will be required to
Participate in negotiations and to submit such price, technical or other
revisions of their proposals as may result from negotiations.
1.3 Signature
Each proposal shall also provide the following information: name, title,
address, and telephone number of individual (s) with authority to bind the
company and also who may be contacted during the period of proposal
evaluation. Each proposal shall be signed by an official authorized to bind
the proposer, and shall contain a statement to the effect that the Proposal is
a firm offer for at least a ninety (90) day period.
1.4 Contract
It is anticipated that a lump sum contract will result from this Request for
Proposal . It is expected that all work as specified in the final negotiated
Scope of Work will be conducted within the contract price. Under no
circumstances will the contract price be exceeded without City approval .
2. PROPOSAL FORMAT AND CONTENT
2.1 Proposal Format
Proposal content and completeness are most important. Although no page
limitation will be imposed, clarity and terse expression are essential and
will be considered in assessing the proposer' s capabilities. The City has
found that discussion length has no bearing on the Proposer' s understanding or
technical capabilities.
-7 ,;..
The proposal shall be submitted in two clearly-identified packages,
individually wrapped. One package should contain seven (7) copies of the
Technical proposal , with the information required in Section 2.2 below. The
other package should contain one (1 ) copy of the cost proposal , including the
cost and price analysis information requested in Section 2.3 below. Cost
Proposals will not be opened and reviewed until after the selected finalists
have been determined.
2.2 The Technical Proposal _
The Technical Proposal shall be the proposer' s plan for conducting the
project. Accordingly, the proposers should present the technical approach in
sufficient detail to demonstrate that they have a well-structured, reasonable
methodological procedure. The proposals will be used as a screening tool for
designating a short list of consultants for final interviews or may be used as
the final determination of ranking.
Proposers should refine and/or expand the Scope of Work in the RFP to reflect
the particular plan by which they would proceed to implement the project.
Proposers should address any _ problems that they see associated with the
project with specific suggestions for avoiding these problems.
2.3 The Cost Proposal
The Cost Proposal should break down the various elements of cost for the
project into appropriate categories and submit a cost summary.
3. PROPOSAL EVALUATION FACTORS
3.1 Evaluation Procedures
Proposals submitted will be evaluated with emphasis on the criteria below.
Contract negotiations will begin with the first ranked contractor. When and
if negotiations are successful , the contract will be submitted to the Chula
Vista City Council . Signing and Notice to Proceed will follow thereafter. If
negotiations are not acceptable, the second best proposer will be contacted in
the same manner.
3.2 Proposal Evaluation Criteria
The capability of prime contractors, and any subcontractors and consultants
will be evaluated based on the following factors:
Capability and time commitment of Project Manager and key project
personnel .
Approach to carrying out project.
Previous experience on similar projects.
WPC 1809E
,Q /2' O/
Prepared for
City of Chula Vista
Department of Public Works
Proposal for a
Traffic Signal Timing
Optimization Project for
The City of Chula Vista
PRC Engineering
San Diego, California
January 24, 1986
pr'c
PRC Voorhees Planning Research Corporation
Division of PRC Engineering
5252 Balboa Avenue
San Diego, CA 92117
714-571-5071
January 24, 1986
Mr. Charles H. Glass
City Traffic Engineer
276 Fourth Avenue
Chula Vista, California 92010
Dear Mr. Glass:
On behalf of the Planning Research Corporation I welcome the opportunity to
respond to your request for proposal for the optimization of traffic signal timing in
the central city quarter mile grid network.
This proposal reflects PRC Engineering's extensive experience with the use of the
TRANSYT-7F program for signal system timing. Our specific experience includes
the use of TRANSYT-7F to develop signal timing for over 700 intersections,
including over 180 intersections in the San Diego area. PRC also performed a
detailed evaluation of the accuracy with which TRANSYT-7F estimates traffic
flow characteristics (including fuel consumption) under real-life conditions for the
Federal Highway Administration.
Our proposal reflects the experience and capabilities gained through both national
work and our knowledge of the Chula Vista area. It includes the use of a number of
innovative techniques such as the use of microcomputer equipment for the
collection of moving car data, and for processing traffic volume counts. The use of
this equipment relieves the project staff from routine data processing activities
and will permit them to concentrate on the engineering analyses that is so
important to the success of the project.
We have assigned a Project Manager, Mr. Khal Shah, who has over 18 years of
experience in signal system design and implementation, and who recently com-
pleted the signal system study in Chula Vista. We have also assigned Mr. David
Hill, who has been responsible for developing signal timing plans for many similar
projects, including projects in San Diego and El Cajon. This project will receive
their full-time attention. They, in turn, will receive the full PRC staff support
required to successfully achieve the project objectives.
As Principal-in-Charge for this project, you have my personal assurance that this
project will receive my full attention and support, and that I will use the best
engineering and management skills of PRC to ensure the project's successful
completion.
Charles H. Glass
January 24, 1986
Page Two
Based on our current manpower commitments and workload, we are prepared to
initiate work on this project with the proposed staff in accordance with the City's
time schedule as detailed in the Request for Proposal. Our Cost Proposal may be
considered as a firm offer for a 90-day period from the date of this submittal.
We look forward to working with you on this assignment. Please feel free to
contact us if you need any additional information regarding our proposal. Tech-
nical questions should be addressed to Mr. Khal Shah, who may be contacted at
(619) 571-5071. Contractual matters related to this proposal will be the responsi-
bility of Mr. Richard Casey, Contracts Manager, who may be contacted at
(703) 556-2444.
`Sincerely,
Jo etrykanyn
Division Vice President
PROPOSAL FOR A TRAFFIC SIGNAL TIMING OPTIMIZATION
PROJECT
TECHNICAL PROPOSAL
Prepared for:
CITY OF CHULA VISTA
DEPARTMENT OF PUBLIC WORKS
by
PRC ENGINEERING
5252 Balboa Avenue
San Diego, California
January 24, 1986
TABLE OF CONTENTS
Page
List of Figures iii
List of Tables iv
Chapter
1 INTRODUCTION AND SUMMARY . . . . . . . 1
Project Staff Qualifications and Related
Experience 3
Proposal Overview 5
2 TECHNICAL APPROACH 7
Project Summary 7
Task 1: Link/Node Diagram 8
Task 2: Data Collection 10
Task 3: Model Calibration 21
Task 4: Signal Optimization and Evaluation . . . 22
Task 5: Final Report 26
3 WORK PLAN 28
Project Schedule 28
Organization and Staffing Plan 29
4 QUALIFICATIONS AND RELATED EXPERIENCE . . . 40
General Description of the Firm 40
Related Experience 42
PRC Facilities and Support Services 57
ii
LIST OF FIGURES
Figure Page
1 Central City Grid Network 2
2 Project Task Interrelationship 9
3 Signal Timing Data . 12
4 Sample Speed Profile . . . . . . 15
5 Travel Time Summary . . . . . . 16
6 15-Minute Count Summary • • • • 19
7 Peak-Hour and Two-Hour Volume Count 20
8 Platoon Progression Diagram . . . . 25
9 Project Schedule 30
iii
LIST OF TABLES
Table Page
1 Project Staffing Plan 32
2 Deliverable Items 33
3 Summary of Design and Implementation Projects • • • • 43
4 Summary of Traffic Signal Timing Projects 44
5 Client References . . . . . . . 46
•
iv
. ,
Introduction
and Summary
1. INTRODUCTION AND SUMMARY
The City of Chula Vista has identified a need to optimize the signal timings of 40
interconnected and 7 eight-phase signalized intersections in the central city
quarter-mile grid network as shown in Figure 1, by utilizing the TRANSYT-7F
optimization program to reflect the most current traffic conditions. The signal
timing optimization is part of the Fuel Efficient Traffic Signal Management Grant
Program, administered by Caltrans, to operate traffic signal systems by systemati-
cally optimizing traffic signal timing using the TRANSYT program in a manner
that minimizes fuel consumption, and reduces stops and delays at signalized
intersections. Consequently, an overall assessment of traffic flow in the project
network is needed, with emphasis on signal timing optimization to determine the
most suitable combination of timing plans required as a function of time-of-day,
and to implement the required plans with a verification of system improvements in
terms of stops, delays, fuel consumption, and air quality.
In response to this need, PRC Engineering is pleased to submit the following
proposal for consultant services required for the optimization of the traffic signal
timing in the project area.
Providing the optimized signal timing requires a skilled team of traffic signal
system specialists with operational traffic experience. The team must be familiar
with the area, and must have an understanding of local conditions. They must have
the traffic engineering knowledge required to identify operational problems and to
define practical solutions to these problems. The project team must also possess a
thorough understanding of signal equipment timing, design, operations, and mainte-
nance. This knowledge must be based on the experience of prior signal system
installations and operation.
PRC Engineering offers the City of Chula Vista a complete range of required skills
and experience. PRC Engineering has been analyzing and designing traffic signal
systems and optimizing signal timing using the TRANSYT program for more than
1
72ilin i � B� ��. [..= .
„ ,„ i.-.zir. Eir . .._....._ 4t ti Art, ra ,...,1
, 1 tilistifil.7 u_nium rairtbi. ., -=-57-=isfi.---ari.,. . ro,
I ' , aillitrillik 11 I: 131,r E ICil1oi .l i u` \1 ik,ellt , •
1 7"1 71'atrall ile=,.."":.;0.1i1 rii, i
III
2?•Z. 401# 1 1
II 1_,= _ r .
_ . ...... _ ,.._ ,
_ _ T......• _i 01 , 19I H enlinti*„„!1 0
J .Vim- f- o
'H i rm, a
t rzQ f \.•132 34.
p < ..J..,...�. .. tl xw.oe.i1...w�.:d111�1Y 'Ell
A� .?,.�, �-*-...� � � PROJECT � T �_�'"'-
' 711 AREA .: I � t :. �' �3
fir: a , .. x� Ii`=
fT# f 1 �rtl7 y�_?: 1
3 a 4 441-75 '� 1 itt, I 1
LU ,
1 Iii 1 'r __ �_'!g
El_ Me fig IR1111-. W. . Iii
1 , �, - - ,_- l:111.11Pri. 1 111—! _0, -17----. _L - '1_ .
// ' l� r T� AIM _i
,Ma
,' I C l
- i it_
_
,_, _ , ,, . -.4441.-=-. . Rita--- 44, .... ,..,, it.
. ,,,.asamo - i c_1...".: 4.1 -,,,
.....,, r5--/...,, trizi."'"wr-R .1--' * Li 7 IV A ,-
{��{ �i au t jj
-L_ 1 ..'"‘"1".-..'"‘"1".- -, ' _
. • Existing Signals
Figure 1. Central City Grid Network
2 i,;)d-1 3
ten years. The staff proposed for this project offers more than 25 years of
combined experience with signal system design, implementation, operations, and
timing development. This staff includes personnel with traffic engineering, and
signal systems hardware and software expertise. Staff members of PRC
Engineering have used, and are intimately acquainted with, computer programs
such as SOAP, NETSIM, PASSER, and particularly TRANSYT-7F for traffic signal
system timing optimization.
PROJECT STAFF QUALIFICATIONS AND RELATED EXPERIENCE
Since it is the capabilities of the staff assigned to the project that result in a
successful project, rather than the experience of the overall firm, PRC Engineering
will assign a strong multidisciplinary project staff whose skills match the require-
ments of the Chula Vista project.
The proposed staff brings to this project a balanced combination of skills and
experience that are ideally suited to this project. They have participated in a wide
range of related projects and offer demonstrated capabilities in traffic engineer-
ing, traffic operations, signal timing optimization, electronic hardware, and the
management of traffic control implementation projects. We feel confident that
this staff can perform the required project to the complete satisfaction of the
City.
Perhaps more important is the fact that the most experienced staff members are
being proposed to play a major role on this project. Mr. Khal Shah, who will serve
as project manager, has over 18 years of experience in traffic control systems
operation, design, and implementation. Mr. Shah was a member of the technical
team responsible for the implementation and operation of the computerized traffic
signal system in the City of London, England. The London system was one of the
first that participated in the initial development and implementation of the
TRANSYT program. Mr. Shah also had extensive hands-on experience with the
program as project manager of the CBD Master Traffic Control System Signal
Timing Optimization in San Diego and project manager of various other signal
3
timing optimization projects, including Anchorage, Alaska; Santa Ana, San Diego,
and El Cajon, California.
Mr. Shah joined PRC Engineering nearly seven years ago. During this period, he
has served as project manager for the implementation of computerized traffic
control systems in San Diego and Memphis, Tennessee. He has also implemented
the El Cajon traffic signal interconnect system, including the signal timing
optimization. In addition, Mr. Shah has conducted traffic signal system studies in
London, Ontario, Bakersfield, and El Cajon Boulevard in San Diego, California.
Recently, Mr. Shah completed the signal system study in the City of Chula Vista.
Currently, Mr. Shah is completing his assignment as project manager on the CBD
Master Traffic Control System in San Diego, and is serving as Project Manager for
the computerized traffic control project in Honolulu, Hawaii. He has also provided
technical support in the design of traffic systems in Pittsburgh, Pennsylvania; Los
Angeles, California; and Washington, D.C.
Mr. Shah will be assisted by Mr. David Hill who has extensive experience in the
optimization of signal timing using TRANSYT-7F. Among others, Mr. Hill has
conducted signal timing optimization on similar projects in San Diego, and El
Cajon. Mr. Hill is currently optimizing a 231 signal network in Arlington, Virginia.
PRC Engineering is prepared to commit its proposed staff to the Chula Vista
project for its duration, as indicated by the proposed staffing plan. The most
significant result of this commitment is that the City will be guaranteed the
availability of personnel who are experienced with signal system timing and
analysis. Equally important, this staff has the seasoned operational experience to
ensure that the optimization of the system's signal timing will result in the
performance improvements projected for the project area, and that the system will
operate effectively under the conditions that exist and are projected in the Chula
Vista area.
It can be seen that a staff has been assembled that has experience in every facet of
the signal timing optimization required for this project. Furthermore, a balance of
4
{P
7
junior and senior staff has been assigned to the project to ensure the job is
performed in a cost-effective manner. Detailed resumes of each of the staff
members can be found in the Work Plan section of this proposal.
PROPOSAL OVERVIEW
We believe that the objectives of the signal timing work elements of the project
are to:
• Optimize the signal timing in the project area to allow full utilization
of intersection coordination using the TRANSYT-7F computer pro-
gram
• Ensure proper operation through the use of a structured fine-tuning
process, and a subsequent speed and delay study to verify system
improvements
The following proposal is completely responsive to these objectives. The approach
developed in this proposal reflects our extensive experience in the analysis, design,
implementation, and operation of traffic control systems.
Some of the key features of this proposal include:
• The assignment of a project manager who is completely familiar with
present and projected conditions, and is fully aware of the opera-
tional concerns in the Chula Vista system
• Reliance on the use of the PRC Engineering facilities in San Diego
for all local activities associated with the project
• The use of frequent meetings with the City to review the project
results and to advise the consultant at key decision points in the
project
• The use of an in-vehicle microcomputer system, developed by PRC
Engineering, for the collection of speed, delay, stops, fuel consump-
tion, and other measures of effectiveness
• The use of our practical experience and thorough understanding of
the equipment and system data base to ensure effective and efficient
system utilization
• Familiarity with SANDAG's computer facility
5
These key features are presented in Section 2, Technical Approach.
The remainder of this proposal contains detailed discussions of the project design—
Section 2 (Technical Approach), Section 3 (Work Plan), and Section 4 (Qualifica-
tions and Related Experience). We feel that a detailed review of this material will
show that a comprehensive project has been proposed whose depth is consistent
with the objectives defined by the RFP.
6
Technical
Approach
2. TECHNICAL APPROACH
In this section, the project requirements are discussed in terms of the general and
specific objectives established by the Request for Proposal. Also described is the
overall scope of work and the detailed approach proposed to meet these objectives.
PROJECT SUMMARY
The basic objective of this project is:
• To optimize the signal timing at intersections in the project area
with an aim toward improving the signal timing and thus providing
improved levels of vehicle delay, vehicle stops, fuel consumption, and
vehicle emissions.
This basic project objective can best be met by a carefully structured plan which
requires that:
• A current data base for signal timing optimization be developed
• Improved signal timing be developed utilizing appropriate signal
optimization programs (TRANSYT-7F)
• Optimized timing be installed on the street
• Fine-tuning of the on-street timing be performed
• Speed and delay studies be conducted to verify proper operation of
the improved timing
The outputs of these specific tasks would be presented to the City for review.
Periodic meetings with the City would serve as a central focal point for all
discussions and decisions relating to the project. Each milestone submittal as
outlined in the project schedule would be submitted to the City detailing individual
task results. A draft report on the signal timing optimization will be prepared at
the start of Task 5, and a final report detailing all of the project findings and
recommendations, including the results of the speed and delay study, will be
presented in accordance with Caltrans guidelines at the conclusion of the draft
report review by the City.
7
The Request for Proposal requires the consultant to perform five tasks to
accomplish the overall project objectives. The interrelationships between the
project tasks are illustrated in Figure 2. As indicated, specific City staff inputs
would be desirable at four points during the project.
• In Task 1, to identify signals for timing optimization and to assign
work priorities to ensure there are no conflicts with any construction
activity on the street
• In Task 2, to review the results of the data collection tasks
• In Task 3, to review the calibration and signal timing optimization
prior to implementation of the timing in the field
• In Task 5, to review the Draft Report, including the results of the
improved timing evaluation
In the preparation of a project schedule, we have made provisions for coordination
meetings with the City staff at these four key points in the project. In addition,
we intend to schedule periodic coordination meetings with the City staff to review
progress on the project.
The following sections describe in detail the tasks that PRC Engineering will
perform in the course of this project. The task breakdown reflects the delineation
of consultant services as presented in the Request for Proposal. It should be noted
that we will utilize, to the maximum extent possible, the instructions and
directions provided by Caltrans, the results of previously related projects, our
familiarity with the Chula Vista traffic signal system, and our proposed staff's
knowledge of the traffic conditions in the project area. We feel that the results of
recent signal study work and experience in Chula Vista will greatly enhance the
performance of the project tasks in that previously tried and proven data
collection, travel time study, and signal timing optimization techniques will be
utilized.
TASK 1 — LINK/NODE DIAGRAM
Because of PRC Engineering's extensive experience with the TRANSYT program,
we would prepare and organize the data collection efforts such that we could
8
Mel Aea
0
10 a
/ Y II CC
c C ic o ....-.....-01.. �
it -47.$ c E13 I
/
-----410- Mel Ail a A v," > A
1- ci)
a -
c O c , 'Ao
cv) _ O_
Y O "'
a o � a
H 2 .�t
w
U c
0
e
A m
w c
�c
N / / m he
-----► MelAea E
M C ,- O
- O V'
d
U N y V) E
,-� O N
0 0 + •
"
c0 3 3 3 al
co U u.
MelAea
r O cc
AC e L
Z o
40 03
I'm c8
J f
■
9
proceed with the data collection, which is the most time-consuming activity,
immediately following the Notice to Proceed. The first step in the TRANSYT-7F
optimization procedure is to prepare a link-node diagram for the project area. To
accurately represent the traffic network with a link-node diagram, it is important
to observe and analyze the traffic and lane usage patterns. From these observa-
tions, and the traffic volume data, it can be determined how the link-node diagram
should be constructed and what traffic should be assigned to each link. If separate
links are required, to model heavy turning movements, mid-block sources such as
shopping centers or any other special or unusual traffic pattern, it will be
determined during this task. The link distances will be measured during the speed
data collection task by using a Nu-Metrics K-5000 Mobile Distance Processor. A
further discussion of this item is contained in Subtask 2C, Speed Data.
The work in this task will also involve the assembly of all physical data relating to
the network. This will include the number of approach lanes, road width, parking
restrictions, bus stops, loading areas, and other unique traffic situations.
PRC Engineering will field check traffic control equipment to ensure that all
controllers are operating as programmed. If needed, PRC will send one person
from the project team to the Orientation and other workshops.
TASK 2 — DATA COLLECTION
When using a signal optimization program, the quality of the results greatly
depends on how well the input data matches the actual field conditions. To ensure
that the TRANSYT-7F program accurately optimizes the signal timing, field
measurements should be made of the various data inputs. By measuring existing
values of saturation flow, lost time, extension of effective green, and free flow
speed, the time required to calibrate the model and fine tune the signal timing can
be reduced. There are four different types of data that will be collected for input
to TRANSYT-7F. The data collection procedures for these inputs are discussed in
the following subtasks.
10
Subtask 2A. Signal Timing Data
The existing signal timing data will be provided by the City in a format similar to
that shown in Figure 3. Since seven 8-phase signals in the system have never been
coordinated and presently operate free, the simulation of calibration process for
the uncoordinated signals is going to be a little crude. PRC Engineering will make
the best effort to measure and estimate cycle lengths, splits, and offsets to
ascertain whether any common cycle length exists between the system and the
uncoordinated signals. It may be possible that the seven 8-phase intersections
operate on a 120 second or so cycle length, and the remaining 2-phase intersections
in the system operate on a 60 second cycle length. In this case, a somewhat
reasonable simulation could be produced by making the 8-phase intersections
operate on a 120 second cycle (twice the system cycle length) with random offsets.
The TRANSYT-7F timing plan interval number, including the offset reference
interval, will be coded to match the local controller timing plan intervals. This
will allow the final TRANSYT generated timing plans to be entered into the
controllers directly, thereby eliminating any conversion process.
Subtask 2B. Saturation Flow, Lost Time, and Extension of Effective Green Data
Other than the actual traffic volumes, the saturation flow is perhaps the most
critical input in terms of the impact on the signal settings generated, and the
accuracy of the performance table outputs. The saturation flow values are
extremely important at intersections that are operating at or near capacity. If a
value of saturation flow greater than that which actually exists is input, the
program may indicate that a shorter cycle length, or a shorter split for a particular
intersection is the optimal solution when a larger cycle length or split is the true
optimum. If the shorter cycle length were implemented, it could produce saturated
conditions, cycle failures and unnecessary vehicle delay, and excess fuel consump-
tion.
11
5E12)6$ q 0 A its .. ..
1320A Ay — E
/ I sZ
/ - - qty-Pp-A3
3_c0-83 07_Do-B.} 7°7_
ID
lei
I
L)MJc. 12 12. 12 12
Itea'r Mu*, 12 12 17. 12
Mlbji mum 2. 10 2 10 2. 10 2 t 0
CIA .s . 5 , .S • s
MAX. nu TIAL S S S S
PA SSA4e 2 ' S 2 , Ys 2. y.S 2 y S
;Y1Ax. Gi AP
PA;W. 6A9 , 1. r 4 1. r I. 1 I. 1
Max. 2o '10 20 /o , 2o 4 'l o 20 40
•liCDue6 Gucs/44 1 t 0 4 t 0 _, I V i D
Ainzstt 3 3..5 3 3.5 , 3 3•5 3 3.5".
A u._ ReD _ I t i I f I I 1
m oD oL�o cK oF,ocC o� K oP !iocK o� ----- cF
Figure 3. Signal Timing Data
12
To collect the saturation flow data in the Chula Vista System will require one
person at an intersection to measure the discharge headway of all vehicles third or
greater in a queue. Only vehicles that are in the queue will be measured. For lost
time and extension of effective green data, our experience has shown that the
TRANSYT-7F default values provide a fairly accurate representation of the actual
field conditions. However, at intersections operating near capacity, certain links
need to be modified in terms of lost time and extension of effective green data to
enable the model to emulate the existing conditions more accurately. The lost
time is measured as the time from the start of green until the first vehicle in the
queue crosses the stop line (or any other reference point). The extension of the
effective green is measured as the time from the actual end of green until the
front wheels of the last vehicle cross the stop line.
Subtask 2C. Speed Data
In order for TRANSYT-7F to calculate the correct offsets, it must know the free
flow link speed so it can predict the arrival time of vehicles at an intersection. A
series of travel time surveys will be conducted using the moving car technique to
determine the value of free flow speed for all links in the network for input to the
program, and also to obtain estimates of travel time, stops, delay, and fuel
consumption.
The moving car used for these studies will be instrumented using equipment that
has been successfully implemented and used by PRC Engineering on previous
projects in San Diego, El Cajon, and Santa Ana with similar data collection
requirements. This instrumentation is based upon the use of a Nu-Metrics K-5000
Mobile Distance Processor, which automatically outputs the cumulative distance
traveled on a once-per-second basis.
'The term "moving car" is used instead of "floating car" to denote the fact that in
the absence of any other traffic on a link, the vehicle will be traveling at the
posted speed limit. When other traffic is present, the drivers will be instructed to
operate the vehicle as a floating car, passing as many vehicles as pass the test
vehicle.
13
The K-5000 is interfaced with a microcomputer which condenses and records the
information in memory, and stores it on a floppy disk at the completion of each
run. Through the use of this equipment configuration, it is possible to recreate the
entire profile of vehicle speed. A sample of this profile is shown in Figure 4.
Using software developed by PRC Engineering for the microprocessor, the data can
be reduced to produce estimates of average speed, average cruise speed, travel
time, stops, delays, fuel consumption, and emissions. A sample output is shown in
Figure 5. As can be seen in the sample speed profile, the distance between
intersections is indicated on the printout. This is the distance that will be used in
developing the link-node diagram discussed in Task 1.
One of the most important aspects of the design of moving car runs is a
determination of the number of runs that must be made to achieve an adequate
sample size. The adequacy of the sample size, more than any other single factor,
will determine the success or failure of this data collection activity. This aspect
of the data collection is frequently overlooked and can determine the success or
failure of moving car evaluations.
After six to .eight test runs in the network, the mean and standard deviation S of
the travel time will be determined. The standard deviation on typical networks is
usually 7 to 15 percent of the mean travel time, depending on the number of turns.
The higher the standard deviation, the larger the sample size required.
Using the formula:
Sxta
E >
or,
n
F12
L J
where:
maximum error of mean
14
0PC VDORHEES. FOP : SAN DIEGO. CA
SPEED PROFILE OF: 9RAPE-HAWTHOPN. E.D. CA
FROM FILE: GPAPE4AW.R!2 DIRECTION: WP
DATE: 11:15192 TIME: 08:
SPEEDGPAPH LEGEND: AmACCELEP.ATION C=CRUISE D=DECELERATION S.STOP
TIME SPEED SPEEDSPAPH CUM
See !.!PH EACH CHARACTSO PEPPES$N72 2 SEE" PEP SECOND 2127
---- NCDE STATE ,,
9 _ 15
2 22 15.0 AAAAAAAAAAA 40
▪ 22 15.0 `•-
4 21 14.5 C" '`
E 21 14._ ..)P.
6 21 14.2 CCCC_.._r_.. •-!
7 22 1. 7 C,-,- 149
• 26 17.7 AAAAAAAAAAAAA 174
9 27 19.4 CCCCCCCCCCCCC - •
IC 29 19.9 C 70
11 29 19.1 -_-
---- NODE CDLL EIA 264
12 26 17.7 2917
12 2.4. 17.7 C 710
14 27 19.4
15 29 19.1 CCCCCCCCCCCCC 76E
16 20 20. C 295
17 22 ^19 CCCCCCCCCCCCCCCC 427
19 22 22.! CCCCCCCCC-_----- 460
19 24 "5.2 C 404
20 34 22.2 CCCCCC"'"**,"r-," !"S_
---- NODE INDIA !4.9
• _.. _ S ,-r-Ce.,C Si:
• 54 27.2 """C 597
7.
• -6 24.6 L
24 24 27.2 CCCCCCCCCCCCCCCCC 667
2t 22 22.t +.fir,
77 t CC"C 766
29 22 21.9 CCCCCC"C 7O9
---- NCDE YETTE.":ER 202
29 22 71.8 CCCCC-------CCCC 920
20 27 72.' CCCCCCCC-------- 96_
7.1 22 996
22 __ 22.._ CC 929
•.
22 22 19 C""C 061
74 29 19.9 0DD0DDD2000000 990
27 i9.4 CCCCCCCCCCCCC 1017
56 2! 17.0 CCCCCCCCCCCC 1042
27 24 16.4 CCCCCCCCCCCC 1066
28 2t 17.0 CCCCCCCCCCCC 1091
59 27 18.4 CCCCCCCCCCCCC 1119
40 50 20.! AAAAAAAAAAAAAAA 1145
41 52 21.9 CCCC C""CC t190
42 _= 22 C .-
4- 22 21.9 :24!
44 20 20._
45 <0 20 C C
---- NODE • PACIFIC HWY 1779
47 22 21.9 rv-rrr•r-r•,-,-",-n.-,"r'" 1:67
48 C__CCC_OCC_CCCCO 140;
49 - -_▪! 1,17:
90 -- 22.5 r•r-"r•C 1466
• :4 22.2 •
52 52 22.5 CCCCCCCCCC
=- 20 20.5 DD------DD 00000 1567
54 29 19.1 C" 1591
9! 27 15.4 '-10
56 22 15.0 0DDDDDDDDD2 1640
97 19 17. . 002000000 16.52
99 16 10.9 2D000000 1675
!9 It 10.2 1690
60 1 DDDDD 1701
t 9 9.5_ 0000 1>,-,2
t_ 6 4.1 SEE
67 - _. . S. :9
64 2 1.4 2
6"!. . 0.7 S 1721
66 0 C.0 5 -'
6' 0 0.0 5 1721
69 1.4 S . -
69 4.2 5522 ,.
7C 9 6 AAAA 1779
71 17 5.9 AAAAAC. --
_ 17 .6 .AAAAAAAA 17i9
77 19 12.0 1722
74 22 19.0 AAAAAAAAAAA :910
1111 NODE HAPEC.°.
Figure 4. Sample Speed Profile 15 (p ,- (
4* I r
4* I I t!
• • • • • r • !...,2 0) f ,i4 ....... ■ li ,,
c) r) . ,i r.;) 2: V3
ii) 4* :) uJ 0. .-• fi CA CA -, F -, C) UJ <:.
: ,. .,
u- c..1 0. n- 0, r) c- 7 ; PI
• 4* LI U3 I-- .-1 0 '4 CA r:, li) C.. i zr
ii* ; Pi >es C) C) C.,.
4* t 2: c) 2: • • • • • I •
I St 4* ; 1-4 C) Ci C7' C) iN i ri
UJ 4* I i
rj.. •• 4* I •
CI Z 4* UJ i i
03 ,
II 1-4 .°' C. U1 2: • • • • • i • C".. 0 r) 0, -4 ,:-..
-• L) ac. Ul EL I: ,4 c4 i7.4 e4 pi ! pi ! U) 1: 'n 0) 1.... C. 4.1 i r)
Ul Ul 4* :.. U)
i C1 2: C En a) 112 Cl 0' N U-3
-I 0: se. ell • a.: c) 0: yr p4 Pi 4) C.! r wl
,P4 F4 4* rl Cia 0 P4 4-1 P4 ci 0) p -77
U. Cl 4*
4* t :: C 1: • • • • • r •
U.•!!
6..J 4* t I:
4* al 1 i
• 4* _1 C:1 .
. •
0 4* U3 UJ 2:
. :
tp. E4
U1 sr, el 1P4 r) p4 4.4 CA i r- • - - : -•
C-1 c) 4* i-- u) ! a) 2: al 1: CA 0) P4 0,-; 0' ; :)" E
C4 4* Z -..._.:" 1'1 <3: co 0. :-... c..-„ p4 ; r.. E
,
2: •• 4* I C 4-1 x 11; 0' 0 VI r) r4 1 ."
C 03 * 1 1--• 03 c) u- -
- 0) r- i c- 3
U) C) 4* 1 0) C :: 0.4 -4 ..D. f:4 c- ll ,4
OF i 0) 1_3 0 Z • • • • • 1 • 0
- 01. i F-1 2: F4 C., C) C) C) ." ; cl E
•• is 0: C3 I: 1
2: Orr U.I C. 1 U1
0: 0: :1I 4* oa LL C3 C.) 0 0 C) -4 I -4 1
0 ‹..: CD 0: 4* 2: ca !-- 1 al , •
LL U cu 4* J__ _!JJ.
- i :: 2: 0 Ul i2 cA Ul ;1 Pi
03
0.: U. * 2 , ..-
.L OW -4) p4 01 C... p r-, h.
• • 0 ie 4 1 -
F .c,. Y] 00, .-4 CA V) ii C4 P-
0) C.. 3: 4* i _1 I-- C)
Li1 • Ul 4* 1 ld -1 U_ -3 r) CA ri ul LI- v CA •
WI
UJ C3 .. 2: 4* C) , :D UJ I: _I
C) •..4 -s. :0- Ca I U. 1 --, C: -..1..: .. 7...: -,. .; ...
...... , : ,,... :_,: =,.. li L. 6
a: .I-- 4* C ul 2: c-.. () C) o 0) i 0) C. u) 0 • • • • • 0 • h.
=
Cl 2: 4* _J 27 Cl I 2:
o 1-- 4* Ul F4 L) I Co z II
D. El 4* CI 1-- UI
....,
I 4* Li)
I r
LI f-- 4* : 11
ci: s 4* I II
U. C 4* 27. I I II
i c- :::: I-- !-.
r, -ii r) CO IN
U2 03 4* " 2: U1 r4 c.4 r; u.; -7,- ; 0) 4-4 2: U•1 r4 CA C4 111 q- 1w
C. , 4* _I u1 0- ; pi Pi U) U. ; p4
Zf 4) 4* _.1
ci: ." W. i
Li) -.., * ! !
4-4 4* .,...
I >-
•• 0•4 ile • 1.1. ... I •• • LL I
... ....f.
I.J. 4* i- c-' 1,: I t .r- 0 :...' 7: I ..
..... ._, z C3 ... 4* UJ ‘- (C 0: i .....- w 7: 4-Y n: p >-
4* al — Fi UI LI 1 0: 0 " 1 " CI LI
)- UJ 2: 4* LO 2: ...1 01 21 'Pi 0: IC LO .2 _I I 13
C: F- I I 4* CI uJ Ul 2: CE U3 u. E l IT O W
<E C 0: 4* C) Ul I-- al F4 ;P' Fi CD s21: 0 U1 I-- :1 •-. !-- .. a.; li 2:
CC i-- ..]:
7. c hC) -I C -p-_f, C
a .- 2h a -3 C h-1 L3 C<C 3: H :
13 U. 4Lt - I- C7Cc ‹ u Lc - - C2 U ‹ H 0
3 C UL3 Fi Pa_ L n
I a) L3 F4 • .":. u. 7: P
CD ••• 4* U CI h UJ
2: U1 * ::..: I -- .....
= I :;
.
2: c) V-- 401. 2: U :1 4. ;3
- <r 4* '''' 4t -4 CI r) =- n C) F4 r)
.., ..
_1 h ID: _I E 0:
16
ITh 4
S = standard deviation of sample
to = t-statistic for a level of significance with (n-1) degrees of
freedom
n = sample size
To determine whether the sample size is adequate using the above formula, the
values of c and rx are to be selected. Usually, the maximum allowable error a is
set at 10 percent. The level of confidence is set at a minimum of 80 percent.
For the after study, the sample sizes for before study are assumed to be adequate.
From this information, it is possible to arrive at several preliminary conclusions
regarding the experimental design for travel time surveys in the Chula Vista
system:
• The sample size is extremely sensitive to the change in performance
to be measured.
• As the level of congestion in the control area increases, the sample
size requirements increase (and unfortunately the travel time of the
moving car increases).
Moving car runs will be made for each time-of-day for which different signal
timing has been calculated. The number of runs made will be calculated for each
time-of-day using the sample size calculations.
Moving car runs during the before study will be made as close to the after study as
possible to ensure that both system performances are evaluated under similar
traffic conditions.
Subtask 2D. Traffic Volume Data
To develop a data collection plan that is responsive to the needs of the system and
the TRANSYT model, it is necessary to know the number of timing plans that are
17
1
required. Part of this study will he to evaluate whether the number of timing plans
currently available for system is sufficient.
A comprehensive set of 30-minute intersection turning movement counts will be
made for the morning, midday, and peak traffic period at all signalized intersec-
tions in the project area. The peak period count will begin prior to the actual build
up of the peak and will extend past the end of the peak. As a minimum, each count
will be conducted for at least two hours during the morning, midday, and evening
peak periods. Figure 6 illustrates a 30-minute count assembled over a 2-hour
period. The associated peak-hour volumes and the total two-hour volumes are
illustrated in Figure 7.
In addition to the turning movement counts, sample link-to-link counts will be
made during the off-peak periods. Intersection approaches with multiple links
being modeled would be candidates for the link-to-link counts. Any separate high-
volume turning links would be part of the sample counts. The link-to-link counts
will be used to verify the TRANSYT-7F proportioning procedure of assigning all
upstream turning volumes to the through downstream link and distributing the
upstream through volumes among the downstream links proportionately to the
downstream node turning movement volumes.
Through extensive use of the TRANSYT-7F program, PRC Engineering has
developed an interactive software package for use on a microcomputer to
automate the preparation of the data input file for the TRANSYT-7F program.
This software package significantly reduces the time required to prepare the input
files. One of the features of this package allows it to search the file containing
the turning movement volumes and determine the peak one-half hour volumes for
each link and write the Card Type 28 — Link Data Card to another file. By using
the peak one-half hour volumes, the timing developed should be able to accom-
modate the surges of traffic that occur within the peak hour.
18
Z
d
Vl
t
I m
o
1-
f
7
g
W
J_
LL
0 . 5010•111BONE III
UJ
J ,,^- el
in is N 11 '41 N
lc n � � � h y � ■ � • N la 14 411-
ce
. h
o N
O WOffee....1111. : 4 : ; i
g a zUN
gj 4 3 • s O
, J�ENICE `®E - � r s I.
.� o c
1 co
CZ
I I c 2
W c Dane,,,,
`� N S els et in cgs cis
id a y y J c4
W
J < .. N to - dp Q` Oo Oo —9
us
• Q ig m --3 Q 4.1 11 4 Qyu
O. `a
G• Q
•
y x
8 ` Jea ®®a®E . o
u ` § .IEEEEEBEEme-
Po A 6 wrg 113 CCH 0%11:CCM: Z2
_
4[ �
V C w i - -
J ; i ° a: oo 4 a : i a •
N
19
i -7 4 !T, (
alyd Chula AMA FILE NO.
TIC Engineering Division
a
TRAFFIC VOLUME COUNT
SUMMARY DIAGRAM
Location E Je BRoAD►'A' y -
NORTH POINT I
I Pedestrians Day TN
s Date 2-/4-1:r
s
•
I bb �1
from M.to �l O c//4 M.
s.
.1 ' d
I Duration hours.
Peak Hour Stern M.
— -
i
4:7— 6 ._--
P..khe •• 1242- Pack Sr
7g 123 . _
•zo7 ,k'1 c
IDS •
--.....\\\ i 11 1 1.--
ROAD CONDITIONS:
❑ Dry
Volt.counted Ivy
❑ wet
I I ❑ Slippery
❑ Other
Pod.co.nt.d
by
WEATHER:
.2 ❑ dear
Su.w•ris.d by ❑ Raining
DI.V. Tied by ❑ Foy or Mist
❑ Other
I P.
ii,eft
REMARKS.
•
Figure 7. Peak Hour and Two Hour
Volume Count
20
TASK 3 — MODEL CALIBRATION
Once all the field data have been collected and reduced for input to TRANSYT-7F,
these data will be coded in the computer to provide an initial simulation. The
simulated model will then be fine-tuned and calibrated to a point where the model
is reasonably representative of the actual field conditions. This task will
essentially consist of two subtasks:
• Input Data Coding
• Program Calibration
These subtasks are discussed in the following sections.
Subtask 3A. Input Data Coding
Because the input data coding process is an extensive and time-consuming process,
PRC Engineering has developed an interactive software package, for use on a
microcomputer, to automate the input data coding. This software package signifi-
cantly reduces the time required to code the input data.
It is proposed that PRC's computer facility be used for the initial TRANSYT-7F
runs. This facility utilizes an Itel AS5 processing unit (equivalent to an
IBM 370/158). These runs would establish the integrity of the data base, and would
ensure that the programs are functioning properly prior to the initiation of
production timing runs. We feel it will be more efficient for both the Consultant
and the City to perform the initial runs on the PRC computer rather than
submitting coding forms to the City for execution on SANDAG's computer. Once
the initial runs are complete, the input data files will be provided to the City or
SANDAG in a tape format (9-track or 7-track, 800 BPI or 1600 BPI). After the
initial runs, all other runs to perform calibration, optimization, and final simulation
will be executed at the SANDAG facility.
21
Subtask 3B. Program Calibration
The most important step in the TRANSYT-7F signal optimization procedure is
calibrating the model to the existing conditions. This will help to ensure that the
program will accurately optimize the signal timing. Making sure that the model is
calibrated to the existing conditions can save time and effort when implementing
the signal timing. The travel time, stops, and delay values obtained during
Subtask 2C, Speed Data, will be compared to the TRANSYT-7F simulation results.
The flow profile plots produced by TRANSYT-7F will be compared to the actual
arrival and departure patterns on certain links.
Adjustments will be made to the input parameters until the TRANSYT performance
statistics are reasonably close to those collected in the field. Adjustments to the
lost time and extension of effective green or saturation flow rates may be
necessary if the TRANSYT simulation results do not agree with the existing field
conditions. After it has been ascertained that the calibrated model reasonably
emulates the field conditions, calibrated simulation runs will be produced for three
time-of-day plans.
TASK 4. SIGNAL OPTIMIZATION AND EVALUATION
At the conclusion of Task 3, after the TRANSYT-7F model has been calibrated to
an acceptable level of accuracy, the signal optimization process can begin. The
optimization process is essentially conducted in two stages. In the first stage, an
optimum cycle length is selected by searching and analyzing a range of cycle
lengths for each period of the day. In the next stage, an associated timing plan is
developed using the selected cycle length. In some instances, it is possible that
more than one cycle length could produce similar statistics and fairly close
performance indices. In those instances, a separate timing plan will be developed
for each candidate cycle length, and the final plan will then be selected based on
the best statistics and time-space diagrams.
22
Following the development of final timing plans, the timing plans will be
implemented in the field by the City staff. The plans will then be fine tuned to
rectify any obvious problems. After the final field check and fine tuning, the
system evaluation will commence to document and quantify benefits attributable
to the signal optimization.
Subtask 4A. The Optimization Process
The first step following calibration will be to run the program to evaluate cycle
lengths. The minimum cycle length will be the sum of the pedestrian "WALK" and
"DON'T WALK" intervals, plus any clearance intervals. The maximum cycle length
will be based on the engineering judgment and intimate knowledge of the operating
conditions at critical intersections. These runs would be made using the "quick"
optimization option to reduce the computer execution time. When comparing the
outputs of different TRANSYT runs to determine the best alternative, the
performance index, which is a combination of vehicle delay and weighted stops, is
used for comparison. A lower performance index indicates better traffic opera-
tions. The final optimization runs will be made using the best cycle length.
The output produced in the full optimization run will be examined to determine if
the predicted traffic performance is acceptable. Items generally examined
are: degree of saturation (in percent), maximum back of queue, total delay,
uniform stops, flow profile plots, and time-space diagrams. At congested intersec-
tions, the maximum back of queue would be examined closely to prevent spillback
into the upstream intersection from occurring. If degree of saturation or queue
backups are a problem, they may be improved by increasing any or all of the
following for the problem links: minimum phase length, stop weighting factor, and
delay weighting factors.
Since TRANSYT-7F is a network optimization tool and not specifically designed
for producing arterial progression, as are PASSER II and MAXBAND, the initial
optimization run may not produce the type of progression that is desired for a main
arterial. If poor progression is shown on the time-space diagrams, adjustments to
23
the stop weighting factor, or the phase sequences for the intersections in question
may improve the progression.
A new feature that is now available with Release 4 of TRANSYT-7F is the ability
to produce Platoon Progression Diagrams (PPD's), such as the one shown in
Figure 8, which are a combination of a time-space diagram and the TRANSYT-7F
flow profiles. These diagrams are of valuable assistance when evaluating new
timing plans since they contain the traditional time-space diagram with the traffic
flow superimposed onto the diagrams. By combining these two features, it is much
easier to evaluate the effectiveness of the new timing plans that are generated by
TRANSYT since the traffic arrival, in relationship to the signal display, is clearly
indicated. From these diagrams, it is easy to see what portion of the platoons
arrive on green or red, and whether they are through vehicles or vehicles that
turned onto the link. At the present time, these diagrams can only be generated on
a microcomputer with an Epson printer. This will require that the Platoon
Progression Diagram data be downloaded from SANDAG's computer to a micro-
computer for processing the PPD's.
Once the signal settings have been fine-tuned to the point that the predicted
traffic performance measures of effectiveness are acceptable, the signal settings
can be implemented on the street. Taking the time to fine-tune the signal settings
through the TRANSYT-7F program can save time in fine-tuning the signals on the
street and also to avoid major operational problems when the signal timing is
implemented.
Subtask 4B. Timing Plan Installation and Fine-Tuning
The next step in the TRANSYT-7F optimization process is the actual implementa-
tion and fine-tuning of the signal settings on the street. Once the field timing has
been installed, it will be checked by project team members who will "walk" the
system to verify that the timing has been properly installed. Following this
validity check, a second "reasonableness" check will be made by driving through the
system in order to identify any intersections whose operation appears deficient.
24 0
i kaia
II
rrf;i
.................... .
–f!
F
..* :'.':':'../..,,:..'..:4r::. - — _
'''.1-1:::'..3;# iI
2
5{ i
_
..:.. sa$w....:;;;£:�:
•
} tiai
i
ii 3 :.ti.iii:.
'Y:
f
.r
tiiiiii,
:,.42�t` ii
i
..t
,I
:� ..T i'tjr}}s:
..i:s<iaa
I
i
I'
:ij `i•:
;;r:5ir''i}::iii: - —
t;} ac::".:{j:3: =ii
.te.
ttti
-.I•SST
f.
4 – — I I
ii :2 -
,3.
li
II
, ,fa
I
$ atiii::•:iiii'�
yC I.
i RaH
S$
C ti `
.,
15
?.. .
ttiiiiitia•."„
• Tir)
(( :::::::!! ..::TiT'•:•i Y:•:•TiT}Tii:•:Tii:•iT T' T
.. ........
cl
...... :: .- iT i)r:TT:::)::::::)T:T: ::::::"i':::i)Tir i::i'.+T:'Ti:'iT iiii.
W t g
E
'.+ci..*(:t tiiii.:.
f
} ' ;;aa a
I— f
$
♦}
re
# 4 r
:'•1"•a
{t
i
a;i u;� .
.: s: :•;:::;. ?::::%:�:i;�:SS . --
iIIlI
t.i I
C1- 1 co e ' i W W I T: __'I :' tl _I0 i`:i , i S r•
1 >1'Ir a ' i ':p` ;iK L C I } _ a . . H=Z €€ ; p Ii_ it'''''''''''''1.' i;:t - :f- U yy:}... i'J} ..¢ € i 4::t' ..i4 : ' .3 �? : , V I t # ��s � � <i�'�` " ' � � .<:> <)? fr I . � iiiY a: ' :'{' �:f:'`ti� ' . ' . C . � 0 E F - {p wiww: O.
II
'• CO
b.
h
%<:
C
_ Q
O :'ii
'4 ::.:.,.,::• I{
I N
ii
..
Eli L� I
,
CD c cn a.
""_.
-1.
.mot...::: - _ .. -
i ii
V W •
.w
L LL 2 +;c''a�,i{{{{if:: 'iii<.y':":�: ti2' — ..
r
ovie'' ii:=It'-
U E �f II'#:Y.`,,::'.->'' ii._,,i't?i:' }i },':.; 'iDj iii. .. it
ttii;:'•'• II
i3 ..
as--.. ....•.',',;; i?....'.•.'.•.
.. .. 2i: I a.
# it...::a tit !E n
CO
•H l
U I
Z
li
1 O W
i -
f, -
I -
• II
W
s
li
�ry F W
='i
Ui U U ;tzs::::::..:. _
n -li
W
L - -
"i -
"G -Il
�'yI ii%:)i!?ii?;`�r<;::•
I
li............
I•
•i t:
`:;i :•i:`i iiN
- g i�-;E Y ii
`c
-II
O Z —Ivry .t.• ::;t•:;Li O U
U
Ell
T,C:•::: -EI
... ................ .
::'fit---. �r'
,Rini::.•. -
I,
•
v i; ::::. 1, ^.
..as i: i 4ia±l':'. �.. iII i€ iiiw. -
W in
,�} __ -
1 W ■ II i –$ ii': i '.•
ii
..... ...................................... i
. ...........................::::::
Z 1 O 1
I 1
E I 25
Subtask 4C. After Study Performance Data
Once the project team is satisfied, at the conclusion of Subtask 4B, that the
optimized timing plans are fully operational, another series of moving car runs will
be conducted. These runs will be carried out in the same manner as the before
study runs to ensure consistency in the evaluation process.
A final simulation of the TRANSYT model will be produced, for each timing plan,
based on the actual fine tuned timing parameters implemented in the field.
TASK 5 — FINAL REPORT
Following completion of the optimization runs and the after study conducted in
Task 4, two sets of system performance data (one from the before study and one
from the after study) will have been developed. A Draft Report will be prepared to
document the findings and analyses of both before and after studies. Included in an
appendix to this Draft Report will be a summary of all the traffic data and study
data. The data will be printed in a condensed and easy-to-use form.
After the Draft Report has been reviewed by the City, any comments or changes
recommended by the City will be incorporated into the Final Report. The results
of the moving vehicle study will be compared to the predicted traffic performance
results of the final TRANSYT-7F optimization runs to verify the accuracy of those
results.
Once the after floating car runs have been completed, the before and after data
will be analyzed in detail. This analysis will include extrapolation to determine the
overall impact of the new signal timing on traffic flow in the central city grid
network. Travel time, fuel consumption and operating cost savings will be
quantified as total dollar benefits to the motorists using the signal system. Total
reductions in vehicle emissions will also be estimated.
26
1 }. %
The Final Report will detail the improvements and/or degradations in system
operational characteristics identified in the before and after comparison. This
report will summarize the project activities, provide detailed descriptions of
operational changes, traffic flow improvements, fuel consumption and emissions
changes.
The format, including the tables and charts in the Final Report, will be prepared in
accordance with Caltrans Guidelines.
27
Work Plan
3. WORK PLAN
This section summarizes the work plan proposed by PRC Engineering for the
optimization a traffic signal timing for 47 intersections on the central city quarter
mile grid network in the City of Chula Vista. Included in this section are the
following:
• Project schedule including individual task schedules
• Staff organization and staffing plan that identifies the key personnel
to be assigned to the project
• List of deliverable items, including reports to be furnished during the
project
• Manpower loading plan for the project, keyed to the task schedule,
and organization detailed in our Work Plan
The proposed project, as structured, has been divided into five separate, but
interrelated, tasks that must be accomplished in order to meet the project
objectives. Section 2 of this proposal, Technical Approach, describes in detail the
planned activities and outputs of each task.
PROJECT SCHEDULE
An overall project schedule has been prepared which details the scheduling of the
tasks described in Section 2. We believe that an overall 12-month project
schedule, including City review of both the draft and final reports can be
realistically achieved based on our Work Plan. We intend to utilize, to the
maximum extent possible, the results of previous related projects, including our
previous TRANSYT-7F work in Chula Vista, and our staff's knowledge of the Chula
Vista area to advance the most time-consuming tasks whenever possible. We feel
that this related experience will greatly enhance the thoroughness of the project
and will ensure its timely completion.
28
The overall project schedule is shown in Figure 9. This schedule indicates the
anticipated start and completion points for all project activities and indicates the
estimated schedule for delivery of the Draft and Final Reports. Each work
element will be completed per Caltrans guidelines and schedule. All items required
by Caltrans will be delivered per project schedule.
ORGANIZATION AND STAFFING PLAN
To satisfy the needs of the Chula Vista Traffic Signal Timing Optimization project,
PRC Engineering has structured a staff organization, utilizing the facilities of our
San Diego office, which will assume full technical and administrative management
of the proposed project. This staff organization will be under the direction of the
designated Project Manager, who will serve as the single point of contact with the
City's Project Engineer. The staff organization and assignments of key personnel
and their functions are described in the following paragraphs.
Project Staffing
PRC Engineering will commit its most skilled and experienced traffic operations
and traffic signal system specialists to the Chula Vista project.
Mr. Khal Shah, an Associate Vice President of PRC Engineering, will serve as
Project Manager. He will have ultimate responsibility for the completion of all
tasks of the study, the coordination of all work efforts with the City staff and with
the management of manpower and other project resources. Mr. Shah is highly
qualified for this assignment as a result of more than 18 years of experience in the
design and implementation of traffic control systems. Mr. Shah was a member of
the technical team responsible for the implementation of the computerized traffic
signal system in the City of London, England. He was also the Project Manager of
a traffic signal interconnect system in Belleville, Canada, and assistant project
manager of the computerized traffic control and surveillance system in Ottawa,
Canada.
29
y
•
co
V
•
.• of
Jll
A i
3 3
co I1)
..-4
4 gC 0.
m >.7 a.
ti
I
ihj SI II
� a l
CI
I I
I . i s � g , las!!
O Mail A ow i�. s 516 44444
30
Mr. Shah joined PRC Engineering nearly seven years ago. During this period, he
has served as Project Manager for the implementation of the computerized traffic
control systems in Memphis, Tennessee and San Diego, California. Recently he has
completed signal timing optimizations projects in the Cities of Anchorage, Alaska,
El Cajon and San Diego. In addition, Mr. Shah has conducted traffic signal system
studies in Chula Vista and Bakersfield, California. He has also provided technical
support in the design of traffic systems in Pittsburgh, Pennsylvania; Los Angeles,
California; and Washington, D.C. Currently, Mr. Shah is completing his assignment
as Project Manager on the CBD master control signal system and timing optimiza-
tion projects in San Diego.
Mr. David Hill will be responsible for the TRANSYT-7F input data coding
activities. Mr. Hill, a Senior Associate with PRC Engineering, is highly qualified
for this assignment as a result of his considerable experience in the optimization of
signal timing, including his key role in the San Diego and El Cajon signal timing
projects for which he was responsible for the coding activities. He has also been
responsible for signal timing projects for the Anchorage, Broward County, Tampa,
Garland, Wichita, Lynchburg, and the Arlington County systems. Mr. Hill is a
traffic engineer with considerable expertise in both traffic flow analysis and
transportation engineering. This expertise includes the application of both micro
and mainframe computers to analyze traffic patterns and to help design traffic
control systems. He has participated in the evaluation and design of computerized
traffic control systems in Washington, D.C.; Stamford, Connecticut; Fort Worth
and Austin, Texas; Pittsburgh, Pennsylvania; and Lynchburg, Virginia. He has been
a key participant in the feasibility studies of traffic control systems in Lynchburg,
Milwaukee, Wichita, Austin, Fort Worth, and Nashville. He participated in a
Phase II Quality of Flow research project involving analysis of the traffic
characteristics of urban arterials. He is proficient in numerous computer
languages and programs including NETSIM, TRANSYT, PASSER II, and SOAP. His
hardware familiarity includes various microcomputers (Apple, Osborne-1,
Kaypro-4, TRS-80, IBM PC, Compaq, SuperBrain) and mainframe systems (includ-
ing the IBM 370).
31
The experience of the project team members is summarized with more complete
resumes which can be found at the end of this section. It must be emphasized that
this is a partial list of the PRC Engineering employees that will be made available
for this project. The individuals whose experience has been presented in this Work
Plan have been selected based upon their near-term availability to perform the
required work as well as to offer the mix of skills required for the project. A
significant number of additional staff members can be made available if required.
Staffing Plan
Estimates of the manpower required to accomplish each of the major project tasks
have been prepared and are presented in Table 1. This table also contains an
estimate of the level of participation for each member of the project staff for
each project task. As indicated by the plan, the project staff is made up of a small
group of experienced professionals, all of whom will play a major role in the
successful completion of the project.
TABLE 1. PROJECT STAFFING PLAN
TASKS
(Times Shown in Man-Hours)
Principal Staff Role in
Members Project 1 2 3 4 5 Total
Khal Shah Project Manager 30 40 40 40 30 180
Dave Hill Technical Staff --- --- 70 60 30 160
Technical
Support --- 600 40 80 30 750
Total 30 640 150 180 90 1,090
The estimates presented in Table 1 are based on the task workscopes as detailed in
our proposed Technical Approach, on the anticipated duration of the tasks as
detailed in Figure 9, and on the staffing levels indicated. The distribution of the
manpower among the project tasks has been estimated based on our present
32
understanding of the tasks required by the Request for Proposal. These estimates
may be revised as a mutually agreed-upon work plan and schedule is established
with the City, and as periodic reviews of the project are conducted. The levels of
effort indicated in Table 1 have been developed based on a careful evaluation of
the work to be performed and of the data available. We feel confident, therefore,
that the required workscope can be accomplished by the level of effort indicated.
In addition, because of our extensive experience in the disciplines required by this
project and our knowledge of the Chula Vista area, we anticipate that no "learning
time" will be required; the net result being a substantial decrease in the amount of
effort required to complete the project, accompanied by an equally significant
savings in the cost of the project.
Based on PRC Engineering's current manpower and work requirements, the staff
proposed for this project is available now to initiate the project and to supply the
level of effort required by our proposed Work Plan.
Summary of Deliverable Items
The items to be delivered during the course of the project are listed in Table 2.
These include work items identified in the project schedule, and draft and final
reports on the project incorporating the comments and/or revisions that result
from City review.
TABLE 2. DELIVERABLE ITEMS
1. Link/Node Diagram — As required
2. Data Reduction Sheets — As required
3. Calibrated Simulation Runs — As required
4. Simulation Runs of Final Field
Implemented Timing Plans — As required
5. Draft Report — 10 copies
6. Final Report — 10 copies
33
Draft Report
A report summarizing all project tasks will be prepared and submitted to the City
for review. This report will include:
• Analysis of delay, stops, and fuel consumption measures of effective-
ness
• Summaries of moving car runs
All data collected in the tasks will be included as an appendix to the draft report.
Final Report
The Final Report will summarize all project tasks including any comments by the
City. In addition, the results of the speed and delay studies will be summarized
indicating the improvements achieved with the optimized timing. An appendix
containing technical data will be provided in a format similar to the Technical
Appendix of the Draft Report.
34
KHAL N. SHAH
Associate Vice President
Education University of Peshawer, Pakistan, B.Sc in Physics and Mathematics
Wimbledon Technical College, Higher National Certificate in Elec-
tronics, Mathematics, and Computer Science, London, England
Institution of Electronic and Radio Engineers, London, England -
IERE
Previous Regional Municipality of Ottawa-Carleton, 1972-1979, Traffic Sig-
Positions nals and Systems Engineer
City of Belleville, Ontario, Canada, 1970-1972. Traffic Engineer
Ministry of Transport, London, England, 1967-1970. Technical
Assistant
Venner Electronics, Ltd., England, 1964-1967. Test Engineer
McMichael Radios, Ltd., England, 1963-1964. Technical Assistant
Experience Signal Systems. Eighteen years of technical and administrative
experience in design, development, and implementation of compu-
terized traffic control signal systems in Europe, Canada, and the
United States. Recently completed the implementation of a
traffic control system based on the UTCS Enhanced software in the
City of San Diego. The system was the first to employ the UTCS
Enhanced version since its release by the FHWA. The system
utilizes a minicomputer as the master and Model 170 controllers as
the intersection control units. In addition to providing the normal
signal control, the system provides priority for the San Diego
trolley and signal preemption for emergency vehicles.
As project manager of the San Diego system, was responsible for
the overall system design, preparation of plans and specifications,
staffing, direction and coordination of the project, and acceptance
testing. Prior to San Diego, conducted the implementation of a
computerized traffic control system based on the UTCS Extended
version in Memphis, Tennessee. Also involved in the design of
computerized traffic signal systems in the Cities of Los Angeles,
California; Pittsubrgh, Pennsylvania; and Washington, D.C.
For the Regional Municipality of Ottawa-Carleton, Canada, con-
ducted the design and implemetnation of a computerized traffic
signal system project in the City of Ottawa. As traffic signals and
systems services engineer in Ottawa, peformed the overall
management and coordination of the project, monitored construc-
35
Shah, Continued
tion activities, and directed a staff of 20 technicians to modify 400
signal controllers, and test and install communications units to
effect computer control. The Ottawa software was subsequently
modified by Honeywell to develop UTCS Enhanced version.
Prior to Canada, technical assistant with the Ministry of Transport,
London, England. Responsibilities included implementation, hard-
ware, and software acceptance tests, and operation of the West
London signal system which was the first computerized traffic
control system in England.
Traffic Operations. Having worked in the municipal environment
for 10 years, was extensively involved in all phases of traffic engi-
neering and signal control. Responsibilities included installation,
operation, and maintenance of traffic signals, control equipment,
and control devices, including operation and maintenance of cen-
tral computer and interface equipment. Developed signal timing,
phasing and offset strategies using computer optimization pro-
grams, TRANSYT, SIGOP, SIGRID, SIGART, etc. Coordinated
signal installation and construction activities with municipal and
other construction projects. Reviewed construction plans and
recommended geometric improvements in the road network. Con-
ducted traffic studies to review and update signal timing and coor-
dination. Assisted in the feasibility of special projects such as
exclusive bus lanes, transit priority, area traffic studies, etc. Pro-
cessed construction documents, records, administered contracts,
etc. Assisted in the development and modification of policies,
warrants, and standards, for the design and installation of traffic
signal control and other control devices. Prepared specifications
and special provisions for bids and liaison with consultants.
With PRC Engineering have been extensively involved in the signal
timing optimization project using the TRANSTY-7F program.
Recently completed signal timing optimization of two large net-
works, 150 signals each, in San Diego, California and Anchorage,
Alaska. In addition, performed signal timing optimization of
several other systems in El Cajon, San Diego, and Santa Ana,
California.
In England, worked with Dennis Robertson and assisted in the
testing and development of the first TRANSYT computer program
for the optimization and evaluation of traffic signal timing.
Traffic Studies. Conducted feasibility studies of traffic signal
systems in London, Ontario; Sarasota, Florida; Bakersfield, San
Diego, and Chula Vista, California. The studies included traffic
engineering analysis, system operation, review and evaluation of
control equipment, maintenance appraisal, analyses and evaluation
of signal system alternatives, and communications configuration.
36
Shah, Continued
Conducted a number of field studies to analyze and evaluate the
performance of traffic signal networks. The analyses included
travel time, delay, stops, speed, fuel consumption, and emissions
under various traffic conditions.
Signal Design. Performed a wide range of signal design and
development work. Determined operating requirement of traffic
control equipment and underground plant. Prepared plans, specifi-
cations and estimates, from simple pretimed intersections to
complex full-actuated intersections utilizing microprocessor-based
controllers, incorporating established design standards. Designed
and modified solid state and electro-mechanical controllers to
provide special features for signal control e.g. bus recognition,
audible signals for the blind, emergency preemption, reversible
lane control, etc. Signal design included both isolated and coordi-
nated control of intersections.
Licenses Professional Engineer, registered with Association of Professional
Engineers, Ontario, Canada
Chartered Engineer, registered with the Council of Engineering
Institutions, England
Affiliations Institution of Electronic and Radio Engineers, London, England
37
DAVID E. HILL
Senior Associate
Education Virginia Polytechnic Institute and State University, B.S. in Civil
Engineering
Virginia Polytechnic Institute and State University, M.S. in Civil
Engineering
Previous County of Arlington, Virginia, 1980. Public Works Planner
Positions
Virginia Polytechnic Institute and State University, 1979-1980.
Graduate Teaching Assistant
Department of Energy, 1978-1979. Energy Research Trainee
Experience Traffic Operations and Control. Participated in the evaluation,
design and retiming of numerous traffic control systems. Evalua-
tion projects have involved the analysis of existing traffic control
systems leading to recommendation for system improvements or
replacement. Design projects have included both local intersection
signalization design and central computerized system design.
Signal timing work has included the use of TRANSYT, PASSER, and
SOAP computerized signal optimization programs. Traffic signal
system activates have included the following specific projects:
Signal System Design for Lynchburg, Virginia; Pittsburgh,
Pennsylvania; and Washington, D.C.
Signal System Analysis in Lynchburg, Virginia; Milwaukee,
Wisconsin; Wichita, Kansas; Austin, Texas; Forth Worth,
Texas; and Nashville, Tennessee
Signal Timing in Broward County, Florida; Wichita, Kansas;
San Diego, California; El Cajon, California; Garland, Texas;
Tampa, Florida; and Anchorage, Alaska.
Intersection Design in Lynchburg, Virginia; and Pittsburgh,
Pennsylvania
Served as a principal instructor for the FHWA-sponsored Freeway
Traffic Management Training Course. Was a key participant in the
development of the Freeway Management Handbook.
Traffic Operations Research. Research conducted while a Depart-
ment of Energy trainee involved the use of the NETSIM computer
simulation program to evaluate the energy efficiency of traffic
signal settings generated by TRANSYT 7 for highway networks.
Participated on Phase II Quality of Flow research project involving
the analysis of traffic characteristics on urban arterials. Duties
included the evaluation and selection of sites and the analysis of
data collected from the sites. This information has been used in
the revision of the Highway Capacity Manual.
38 / f`'
Hill, Continued
Partook in the preparation, teaching and grading of undergraduate
and graduate level classes in traffic and transportation engineering
at Virginia Polytechnic Institute and State University. Teaching
included lectures on the use of traffic simulation programs,
TRANSYT, PASSER II and SOAP.
Licenses Professional Engineer, State of Virginia
Affiliations Institute of Transportation Engineers
Virginia Section — Institute of Transportation Engineers
Publications "Energy-Based Signal Timing For Networks," co-authored with J.
Hurley, and A. Radwan. Transportation Research Board, Sixty-
first Annual Meeting, Washington, D.C., January 1982.
Segment Passenger Car Equivalent Values for Cost Allocation on
Urban Arterial Roads. Transpn. Res. A Vol. 18A. No. 5/6, ppl 339-
406, 1984.
39
r
Qualifications
and Related Experience
4. QUALIFICATIONS AND RELATED EXPERIENCE
•
PRC Engineering possesses all the necessary capabilities and skills required to
accomplish each of the tasks previously addressed in our Technical Approach and
Work Plan sections of this proposal.
PRC Engineering, which has worked in the San Diego area on a series of
transportation related projects since the early 1970's, is a broad-based transporta-
tion consulting firm known for its innovative research and system design capa-
bilities. The firm has analyzed, designed, retirned, and implemented both conven-
tional and computer controlled signal systems in numerous cities. PRC Engineer-
ing's staff pride themselves on the application of conservative system analysis and
design procedures based on the requirements of existing and projected traffic
characteristics, and are experts in all areas of signal system technology, including
signal timing optimization and signal upgrade design. PRC Engineering's successful
implementation of a computerized control system for the City of Memphis,
Tennessee, has been followed closely by a similar project for the City of San Diego.
Both projects highlight PRC Engineering's in-depth and current knowledge of
computerized traffic control systems, placing PRC Engineering at the forefront of
current practices in this field. Currently, the firm is working on other systems in
Pittsburgh, Pennsylvania; Lynchburg and Arlington County, Virginia; Broward
County, Florida, and Fort Worth, Lubbock, and Austin, Texas; Stamford, Connecti-
cut; Washington, D.C.; and Nashville, Tennessee.
A general description of PRC Engineering's qualifications and past experience
related to the proposed project is detailed in this section. Included is a list of
client references for a sample of related projects which have been, or are being,
conducted by PRC Engineering.
GENERAL DESCRIPTION OF THE FIRM
PRC Engineering, formerly PRC Voorhees, was founded in 1961 for the purpose of
planning for urban transportation systems. The firm has steadily expanded in size
40
and breadth of capability and today is an international specialist in control system
technology and transportation, urban, and environmental planning. While PRC
Engineering Group headquarters are in McLean, Virginia, the firm presently has
offices in cities throughout the United States and abroad, including a major
divisional office in San Diego. PRC Engineering employs approximately 100
professional transportation planners and engineers with widely ranging specialties.
This enables the allocation of resources to meet each project's specific needs. In
particular, our staff has an intimate knowledge of the City of Chula Vista. This
knowledge has been developed through our firm's association with numerous local
projects.
As a wholly owned subsidiary of Planning Research Corporation, the largest diver-
sified professional services company in the world, PRC Engineering is able to offer
its clients a broad array of services to complement its own. Functionally, PRC's
range of services falls into two broad fields of consulting activity: planning,
engineering, and architecture; and systems analysis and data processing. PRC
Engineering furnishes planning, engineering, design, economic, and construction
management services for railroads, highway and transit systems, airport facilities,
ports, and many other kinds of public and private facilities. PRC had operating
revenues exceeding $370 million in Fiscal 1985, and PRC Engineering has been
rated among the five largest engineering firms in the country for the last several
years.
Since its inception, PRC Engineering has been actively engaged in a wide variety of
specialized transportation subject areas. To a large extent, the firm's early repu-
tation was based on the innovative urban transportation methodology developed by
its principals. The company has remained in the forefront of the development of
better transportation planning and analysis tools and has continually broadened its
capabilities. The firm presently provides professional services that can be classi-
fied into seven general areas:
• Traffic Operations Engineering
• Traffic Management and Control Systems
• Transit Planning and Operations
41
• Highway Transportation Planning
• Inter modal Transportation Planning
• Development Planning
• Environmental Planning
PRC Engineering is considered to be the most experienced firm in the world in the
analysis and design of traffic signal systems. This experience includes design of
systems in dozens of United States cities and foreign countries. An overview of
PRC Engineering's recent signal systems activities is presented in this section.
PRC Engineering has continued to be actively involved in research and develop-
ment in a wide variety of specialized subject areas. Contract research is
performed for many clients, including the Urban Mass Transportation Administra-
tion, the Federal Highway Administration, the Environmental Protection Agency,
Department of Housing and Urban Development, the Federal Energy Administra-
tion, the National Academy of Sciences, various state and local transportation
agencies, and private institutions, such as the Highway Users Federation for Safety
and Mobility, the Motor Vehicle Manufacturers Association, and the Insurance
Institute for Highway Safety.
RELATED EXPERIENCE
PRC Engineering offers a broad range of technical skills in traffic control
providing consulting and support services in traffic control engineering from
analysis, design, and evaluation to system operation and maintenance. Projects
have included the design of conventional and computer-based traffic signal
systems, preferential control systems for transit and other high-occupancy
vehicles, and freeway surveillance and control systems to optimize traffic flow and
reduce accidents. Table 3 provides a summary of the design and implementation
projects undertaken by PRC Engineering indicating the firm's task responsibilities
on these projects. Table 4 provides a summary of the traffic signal timing projects
undertaken by PRC Engineering.
42
Table 3: SUMMARY OF DESIGN
AND IMPLEMENTATION PROJECTS
NUMBER OF
INTERSECTIONS 2� ��v`(ti r
�O '�• I?"kw"� 'r• � `2 is O r0 v4O? O 4 Od: �ti, r
44 . 4,, gli Alit / #04,4113 (04 ik,a" �.4.e. �0- O O �� �' �4 as A �I 411.
PROJECT �� . 4 O�'
Fort Worth, Texas 228 700 • • • 0000000
Stamford, Connecticut 75 250 • • • 0 0 0 0 0 0
Austin, Texas 350 600 • V 00000000
Nashville, Tennessee 350 550 • e 0 0 0 0 0 0 0 0
Memphis, Tennessee 145 300 • • • • • • • • •
San Diego, California 150 300 • • • • • • • • • •
Tampa Florida 100 615 • • • • • • • • • ,,•
Melbourne, Australia 50 200 • • • •„• • •
Albany, Georgia 64 120 • • • • • C::
Pittsburgh, Pennsylvania 85 500 • • • 0000000
Danville, Virginia 23 46 • • • • • • • • •
El Cajon, California 33 64 • • • • • • • • • •
San Jose, Costa-Rica 105 200 • • • •
Bombay, India 75 150 • • • • • • • • •
Lynchburg, Virginia 30 120 • • • • • • • C .. ..•
Idemner d
New York, New York ,,,,,,t 2,900 5,000 • V 0 0 0
Teertl
Washington, D.C. 1,300 1,500 • • • • • 0 0 0 0
Arlington County, Virginia 231 400 • V 0 0 0 0
Broward County, Florida 216 650 • „ „ V 0 0 0 •.
KEY:
• TASKS COMPLETED BY PRC
O TASK IN PROGRESS
O TASKS TO BE PERFORMED BY PRC
TASK RESPONSIBILITY EITHER UNDETERMINED
OR TO BE PERFORMED BY LOCAL AGENCY
43 2 40/
Table 4: SUMMARY OF TRAFFIC SIGNAL TIMING PROJECTS
it: o ?„Et eif 4,74" le
OA V w ° 4 4,
PROJECT
San Diego, California(CBD) 150 • • • • • •
Garland Texas 28 • • • • • •
El Cajon, California 34 • • • • • •
Wichita, Kansas 90 • • • • • •
Tampa, Florida 68 •• • • •
Broward County, Florida 250 • • • ••
Lynchburg,Virginia 26 • • •
Arlington County, Virginia 193 O • • 0 0 Q
New York, New York 900 • • • • .--. .....
Anchorage,Alaska 146 C:: • • • •
San Diego, California 42 • • • • • •
,
Fort Worth, Texas* 230 Q Q Q 0 0 0
Nashville,Tennessee* 350 O 0 Q O Q 0
Stamford, Connecticut* 75 Q Q Q Q Q Q
Santa Ana, California 42 • • • • • •
KEY:
• TASKS COMPLETED BY PRC
O TASKS IN PROGRESS
O TASKS TO BE PERFORMED BY PRC
•• TASK RESPONSIBILITY EITHER UNDETERMINED
• OR TO BE PERFORMED BY LOCAL AGENCY
* SIGNAL TIMING TASKS TO BE COINCIDENT
WITH SYSTEM IMPLEMENTATION
44
I 24311
As indicated in these summaries, PRC Engineering has been involved in the
retiming of over 2,000 signalized intersections, and has been a principal designer on
numerous traffic signal systems, including the San Diego CBD Signal System.
Client references for traffic-related projects conducted by PRC Engineering are
provided in Table 5.
Traffic Signal System Analysis, Design, and Development
The following list is a sample of the many urban signal system projects, including
analysis, design, signal timing, and development projects which have been, or are
being, conducted by PRC Engineering. Through these projects, the staff has
developed a thorough understanding of the traffic signalization needs for urban
areas.
• Fort Worth, Texas — PRC Engineering developed a traffic control
system management plan for the City of Fort Worth, Texas. The
objective of this study was to define and analyze alternative control
strategies to meet the existing and future signal system improvement
needs of the City. This study resulted in the development of a
comprehensive plan for a traffic control system and an implementa-
tion plan for the control system. PRC Engineering is under contract,
as the System Manager, to proceed with the detailed design and
implementation of the system, including the development of the
applications software utilizing FHWA's UTCS Enhanced. The system
will utilize a number of system detectors for traffic counting, as well
as traffic-responsive operation. Communication will be a hybrid
system of City-owned paired-conductor cable in the CBD, and com-
mercial CATV outside the CBD.
• Garland, Texas — PRC Engineering completed a signal timing optimi-
zation project for 28 intersections, using TRANSYT-7F in Garland,
Texas.
• Austin, Texas — PRC Engineering completed a traffic signal system
management study for the City of Austin. This study analyzed the
effectiveness of Austin's existing system and compared alternative
system strategies and configurations with an aim toward identifying
the most effective system for implementation. A supplemental study
is currently being conducted by PRC Engineering to evaluate the
feasibility of using the commercial CATV network as a communica-
tions medium. This study will involve actual testing of the CATV
network to determine throughput and undetected error rates. PRC
Engineering will develop the hardware and software design for this
system, which will involve numerous system detectors. System
45
1) "!
TABLE 5. CLIENT REFERENCES
Project Name Client
1 . Fort Worth Signal Walter A. Cooper
Systems Management Chief Transportation Engineer
Department of Transportation and
Public Works
1000 Throckmorton Street
Fort Worth, Texas 76102
(817) 870-8050
2. Austin Signal Systems Allen Brecher, Director
Management Urban Transportation Department
City of Austin
PO Box 1088
Austin, Texas 78767
(512) 479-8163
3. Lubbock Detector Restoration Larry Hoffman
Project Director of Transportation
City of Lubbock
PO Box 2000
Lubbock, Texas 79457
(806) 762-6411
4. The District of Columbia's John McCracken
Traffic Signal Control Chief, Signal Operations
System Bureau of Traffic Services
DC Department of Public Works
613 G Street, N.W., Room 716
Washington, D.C. 20001
(202)727-5872
5. Pittsburgh Signal Systems Anthony Kubit, City Traffic Engineer
Management City of Pittsburgh
301 City-County Building
Pittsburgh, Pennsylvania 15219
(412)255-2793
6. San Diego Signal Systems John Tsiknas, Project Officer
Management and Signal Department of Engineering and Development
Timing City Operations Building
1222 First Avenue, Mail Station 405
San Diego, California 92101
(619)236-6033
46
Project Name Client
7. Feasibility Study for a CBD David Kuemmel, Commissioner of Public
Master Traffic Signal System Works
for the City of Milwaukee City of Milwaukee
841 North Broadway
Milwaukee, Wisconsin 53202
(414)278-3350
8. New York City Topics III, Raman Patel, Assistant to the Chief
Signal Computerization in Signal and Communication
Bronx, Manhattan, and New York City Department of Transportation
Queens Bureau of Traffic Operations
28-11 Queens Plaza North
Long Island City, New York 11101
(212)830-7526
9. Newport News Computerized Thomas Slaughter, City Traffic Engineer
Traffic Signal System City of Newport News
2400 Washington Avenue
Newport News, Virginia 23607
(804)247-8611
10. Memphis Signal System Robert Lancaster
Design and Implementation Assistant Director of Construction
Services Tennessee Department of Transportation
James K. Polk Building, Suite 700
Nashville, Tennessee 37912
(615)741-2414
11. Kansas City Signal System James Lee, Assistant Director
Feasibility Study Transportation Department
City of Kansas City
City Hall, 414 12th Street
Kansas City, Missouri 64106
(816)274-1334
12. Lynchburg Signal System Lowell Terry, City Traffic Engineer
Design and Implementation Department of Public Works
Services City of Lynchburg, City Hall
Lynchburg, Virginia 24504
(804)847-1360
47
Project Name Client
13. Tampa, Phase I and II Dennis Wood, Assistant
District Traffic Operations Engineer
Florida Department of Transportation
Post Office Box 1249
Bartow, Florida 33830
(813)533-8161
14. Signal System Feasibility Earl Newman, City Traffic Engineer
Study for the City of City of Springfield
Springfield City Hall, 830 Boonville Avenue
Springfield, Missouri 65802
(417)865-1611
15. System Design and Imple- George Harper, Executive Director
mentation for the Metro- Traffic and Parking Commission
politan Government of 50 Hermitage Avenue
Nashville and Davidson Nashville, Tennessee 37210
County (615)259-5361
16. Arlington County William Nelson, Assistant
Traffic Signal System State Highway and Traffic Safety Engineer
Implementation Services Virginia Department of Highways and
Transportation
1221 East Broad Street
Richmond, Virginia 23219
(804)786-6777
17. Stamford Signal Systems James W. Ford
Management Director of Traffic and Parking
17 Forest Street
Stamford, Connecticut 06901
(203) 358-4686
18. Anchorage Signal Timing Frank Tecca, Traffic Engineer
Optimization Project Municipality of Anchorage
Traffic Engineering Division
2902 Spenard Road
Anchorage, Alaska 99502-0650
(907) 263-8419
48
Project Name Client
19. Garland Signal Timing Ron Bell, Transportation Engineer
Optimization Project City of Garland
Traffic and Transportation Department
PO Box 401889
Garland, Texas 75040
(214) 494-7186
20. El Cajon Signal Timing Edward Krulikowski
Optimization Project City Traffic Engineer
City of El Cajon
200 East Main Street
El Cajon, California 92020
(619) 440-1776
21. Signal System Improvement Robert Mielke
Study for the City of Assistant Traffic Engineer
Wichita, Kansas Traffic Engineering Division
City Hall, 7th Floor
455 North Main Street
Wichita, Kansas 67202
(316) 268-4446
22. Broward County Signal Laurie McDermott
System Master Plan Transportation Engineer III
Florida Department of Transportation
Transportation Engineering Division
780 S.W. 24th Street
Ft. Lauderdale, Florida 33315
(305) 524-8621
23. Santa Ana Signal Timing Harold Barry
Optimization Project Project Manager
City of Santa Ana
Department of Transportation
20 Civic Center Plaza
Santa Ana, California 92701
(714) 834-4929
49
integration services and construction observation assistance will also
be provided by PRC Engineering, as the System Manager.
• Lubbock, Texas — PRC Engineering is testing all of the City's 450
traffic signal system detector loops to identify defective and margin-
ally functioning loops and will develop plans and specifications for
their repair. In addition, we will actually perform certain repairs "on
the spot" to provide immediate improvements in system operation.
• San Diego, California — PRC Engineering evaluated alternative
system designs to determine the control system best-suited to the
San Diego central business district. This analysis included a detailed
study of the communications systems for the purpose of determining
the most feasible design. PRC Engineering, as the System Manager,
proceeded with the detailed design and implementation of the
system. These responsibilities included the preparation of plans,
specifications, and estimates for the installation of the system. In
addition, PRC Engineering provided consulting services to assist the
City in monitoring, coordinating, and supervising the installation of
the system. Consulting services to effect the implementation and
evaluation of the system were provided, including software develop-
ment utilizing FHWA's UTCS Enhanced. The system is now opera-
tional and controls 150 signalized intersections.
• San Diego, California — PRC Engineering completed the development
and installation of optimized signal timing for 42 intersections in four
signal systems in San Diego. The timings were developed using
TRANSYT-7F as part of the California Energy Commission's FETSIM
Grant Program.
• Washington, D.C. — PRC Engineering has completed engineering
services for the design of a traffic singal system for the District of
Columbia. The system has been designed to bring approximately
1,300 intersections and 600 detectors under computer control with
expansion provisions for the control of 1,500 intersections. A key
element in the system design was the detailed design of the com-
munications subsystem to support the staged project implementation.
The communications subsystem will utilize District-owned cable in
existing utility ducts. The services provided by PRC Engineering
included the preparation of construction plans, specifications, and
engineering cost estimates for the installation of the system. PRC
Engineering is presently providing engineering services to effect the
implementation and evaluation of the system under a subsequent
phase of this contract.
• Nashville, Tennessee — PRC Engineering conducted a comprehensive
feasibility study and developed a preliminary system design for the
recommended candidate control system. As a part of the field
equipment inventory, which formed a data base for the study, PRC
Engineering surveyed all signalized intersections to determine com-
50
pliance with the Manual on Uniform Traffic Control
Devices (MUTCD). All controller inventory and maintenance records
were computerized on Metro's microcomputer, and all plan sheets for
the signalized intersections were field checked and revised, as
necessary, to reflect current conditions. PRC Engineering is under
contract to begin the hardware and software design phase of the
project, and will also provide construction observation and system
integration services as System Manager.
• El Cajon, California — Under the California Energy Commission's
FETSIM Grant Program, PRC Engineering developed the
TRANSYT-7F signal timing for 34 intersections in El Cajon, Cali-
fornia.
• Stamford, Connecticut — PRC Engineering is under contract as
System Manager to proceed with the detailed design and implementa-
tion of a computerized traffic-responsive control system for the City
of Stamford utilizing FHWA's UTCS Enhanced software. The system
design will allow eventual system expansion to 250 intersections.
• Arlington County, Virginia — PRC Engineering is under contract to
provide engineering services associated with the implementation of
the Arlington County System which will initially control over 230
signalized intersections. These services deal, primarily, with the
installation of a new, County-owned interconnect system. PRC
Engineering's responsibilities include procurement assistance, inter-
connect design review, construction inspection, system test, timing
plan preparations, and system before and after evaluation.
• Anchorage, Alaska — PRC Engineering completed the development of
traffic signal timing plans for 146 intersections in Anchorage, Alaska
using TRANSYT-7F.
• Memphis, Tennessee — PRC Engineering designed and supervised the
installation of a computerized control system for 145 intersections in
the central business district of Memphis, Tennessee. The system is
operational.
• Newport News, Virginia — PRC Engineering performed a traffic
signal system study in the City of Newport News. The study defined
and analyzed alternative approaches to meeting the existing and
future traffic movement needs in the City. The costs and benefits of
each alternative were considered to arrive at a recommended system
configuration.
• Pittsburgh, Pennsylvania — PRC Engineering analyzed alternative
system designs for Pittsburgh's Golden Triangle area. Included were
the preparation of a traffic management plan and the description of
the operating and maintenance budget, and scheduling requirements
of the selected system components. PRC Engineering is currently
51
under contract, as the System Manager, to proceed with the detailed
design and implementation of the system, including the development
of the applications software utilizing FHWA's UTCS software.
• SMATS, Traffic Control, Sarasota, Florida — The objective of this
study for the Sarasota-Manatee Area Transportation Study (SMATS)
was to analyze the existing signal system within the area along with
existing and projected traffic demand for the purpose of identifying
signal system enhancements that might be required.
• El Cajon, California — This project consisted of four phases: feasi-
bility, design, implementation, and evaluation. Plans, specifications
and estimates were prepared to implement the zonal master based
coordinated system. The system implementation has been completed;
the system is operational; and the system before and after evaluation
has been completed.
• Wichita, Kansas — PRC Engineering performed an optimization of
the traffic signal timing associated with the present system in the
Central Business District and prepared a comprehensive signal system
improvement study in the City of Wichita.
The signal timing portion of this project entailed the retiming of
approximately 90 intersections in the Wichita CBD using
TRANSYT-7F. As a companion contract on this project, FHWA
retained PRC Engineering to validate the fuel consumption model and
to more accurately calibrate the evaluation features of the 7F
Program as related to before and after improvement projections.
• Pasadena, California — PRC Engineering prepared plans, specifica-
tions, and estimates for installation and modification of signals,
interconnection to an existing master, and new signing and marking
for a revised one-way street plan in the Pasadena, California, central
business district. Subsequently, PRC Engineering performed a com-
prehensive analysis of the operation and maintenance of the existing
signal system.
• Springfield, Missouri — PRC Engineering performed a traffic signal
system feasibility study for the City of Springfield. The purpose of
this study was the definition and analysis of alternative approaches to
meeting the existing and future signal system improvement needs in
the City. Signal system alternatives were compared with the
objective of identifying the most effective improvements to the
existing system.
• London, Ontario — PRC Engineering and Read-Voorhees jointly con-
ducted a feasibility study for the City of London, Ontario, aimed at
defining a five-year implementation plan to provide a cost-effective
method of interconnecting and coordinating the existing signal net-
work. The study included an inventory of the existing signal system
52
and identified necessary improvements to accommodate a new com-
puterized control system.
• Broward County, Florida — PRC Engineering, as a member of a joint
venture team, developed a master plan for the implementation of a
countywide computerized signal system including detailed plans for
the project. PRC Engineering has been retained to provide installa-
tion supervision services during system implementation.
• Tampa, Florida — PRC Engineering performed the preliminary engi-
neering for a computerized signal system in the City of Tampa.
Project activities included a tradeoff analysis of all system elements
including controllers, communications facilities, and control center
equipment. PRC Engineering has been retained to provide installa-
tion supervision services during system implementation, including the
development of timing plans using TRANSYT-7F.
• Kansas City, Missouri — PRC Engineering conducted a comprehensive
feasibility study of the 560 signalized intersections in the City of
Kansas City. The purpose of this study was to identify and define the
most cost-effective improvements to be made to the system to
ensure efficient operation in the future.
• Milwaukee, Wisconsin — PRC Engineering completed a feasibility
study for a master traffic signal system to serve the Central Business
District in the City of Milwaukee. The recommended system
consisted of a microcomputer supervising time-base coordinators
serving as section masters.
• State of Georgia — PRC Engineering developed standard specifica-
tions for traffic control devices and conducted an in-service training
seminar on traffic control systems for professional and technical
staff members in the State of Georgia.
• Lynchburg, Virginia — PRC Engineering has recently completed the
design of a computerized traffic signal system in the City of
Lynchburg. The system, now being implemented, will initially bring
approximately 30 intersections under central control. The project
includes extensive controller replacement and traffic signal hardware
modernization. PRC Engineering has been retained to provide
technical inspection services and to provide the operational timing
plans during the implementation. Prior to the detailed design, a
concept/feasibility study was completed by PRC Engineering which
analyzed alternate system options and estimated the costs and
benefits of each alternative.
• Buffalo, New York — PRC Engineering developed signal system alter-
natives for an integrated control system encompassing the Buffalo,
New York, central business district and major arterial streets as a
major element of the TOPICS study. PRC Engineering has been
53
retained to provide technical inspection services associated with the
implementation of the recommendations.
♦ Melbourne, Australia — PRC Engineering developed and analyzed
alternative approaches for the implementation of a computerized
traffic control system in Melbourne, Australia. The traffic control
system software was developed for the computerized system. The
system is operational.
• New York, New York — PRC Engineering was a member of a system
management team, under contract to the State of New York, which is
providing the technical services and materials to expand the Vehicu-
lar Traffic Control System (VTCS) in the Boroughs of Brooklyn, Bronx
and Queens, which currently controls approximately 1,500 signalized
intersections. Computer control will be extended to an additional
1,400 intersections, bringing the total to 2,900. The services
provided included the integration and test of the central and field
subsystems, and the preparation of system data base, timing plans,
and documentation, conduct of a system acceptance test, and the
conduct of a system performance evaluation.
Traffic Signal System Research
PRC Engineering has devoted strong emphasis to traffic systems research projects.
Most of the efforts undertaken are applied research studies which have a direct
bearing on improved traffic control practices. Significant signal system design
research projects include:
• UTCS Software Enhancement — PRC Engineering played an active
role in the development of the Enhanced UTCS control software as a
subcontractor to Honeywell, Inc. Activities included participation in
the development of data requirements, systems acceptance testing
and evaluation.
• UTCS Seminars — PRC Engineering was responsible for the develop-
ment of seminars which provide instruction for operating traffic
engineers in the technology of on-line computer control. Activities
performed during the development of these seminars included a
review of all computerized traffic control software currently offered
by equipment manufacturers. The seminars have been presented in
cities throughout the United States. PRC Engineering has been
retained to perform an update of this seminar, and to participate in
the presentation of additional seminars.
• UTCS Functional Hardware Specifications Handbook — PRC Engi-
neering developed a Specifications Handbook which will provide
54
system designers with specific information required to define a
central computer controlled traffic signal system. Specifications are
included for traffic signal controllers, detectors, circuit protection,
communications, computer and peripherals, control and display de-
vices, traffic application software, operating system software, and
the interfaces between system elements.
• Improved Criteria for Designing and Timing Signal Systems — PRC
Engineering conducted the final phase of NCHRP 3-5: Improved
Criteria for Designing and Timing Traffic Signal Systems, the first
two phases of which were conducted by Planning Research Corpora-
tion, PRC Engineering parent company. In this project, improved
methods of designing and timing signals at isolated intersections, on
arterials, and in grid networks were developed and evaluated. The
evaluation was carried out using the TRANS simulation mode. Prior
to actually applying the model, extensive field tests were conducted
to validate and refine the simulation results.
• Guidelines for Selecting Traffic Control at Individual Intersections —
PRC Engineering and the Georgia Institute of Technology developed
and evaluated improved methods for designing and timing signals at
isolated intersections, on arterials, and in grid networks for
NCHRP 3-127: Guidelines for Selecting Traffic Signal Control at
Individual Intersections. While the primary focus of this study was on
the selection of alternative types of signal control, one aspect of the
research was an investigation into the use of surrogate measures
(e.g., the flow profile of vehicles approaching an intersection) for
predicting the value of various MOE's under different types of inter-
section control.
• Application of Existing Strategies to Arterial Signal Control — The
objectives of this project were: (1) to assess the benefits of arterial
signal timing system alternatives for a range of arterial classifica-
tions; and (2) to develop detailed functional specifications for those
arterial traffic signal control systems which exhibit the highest
effectiveness. To accomplish these objectives, corollary objectives
were established. They were: (1) to classify arterials in a formal,
functionally structured manner; and (2) to provide evidence of the
viable performance of the specified signal timing procedures. The
major emphasis of this study was concentrated on controlling arterial
traffic signals to minimize vehicle delay, promote fuel economy,
decrease air and noise pollution, and provide efficient traffic flow to
motorists. The techniques and strategies included in this state-of-
the-art investigation consisted of those currently in advanced stages
of development and those in actual operation for the control of
signals on surface street networks and arterials.
• Kenilworth Avenue Control Strategies — PRC Engineering conducted
a project for the Maryland State Highway Administration which
evaluated alternative control strategies along an urban arterial
55
located within the Washington, D.C. metropolitan area. All potential
viable forms of signal control (pretimed, actuated, and realtime
control systems) were investigated in terms of their impact on traffic
flow characteristics, energy usage, and exhaust emissions. Use was
made of both the TRANSYT and the NETSIM (formerly UTCS-1)
network simulation models in order to perform this evaluation. A
procedure was developed and documented by which staff members of
the Maryland State Highway Administration can perform similar
analyses on other arterials located throughout the state.
• Urban Traffic Control System (UTCS) Program — PRC Engineering
assisted FHWA in the early stages of development of the second-
generation traffic control software package. PRC Engineering also
assisted in traffic data collection and analysis support of continuing
advanced software development in the UTCS program in Washington,
D.C.
• Feasibility of Distributed Multilevel Traffic Control Systems — The
primary objective of this FHWA study was to develop recommended
design procedures that will permit a traffic engineer to determine
when DMLS types of design are justified, based upon the capabilities
of today's hardware, and to provide a detailed review of the current
state-of-the-art, and a description (along with supporting cost/bene-
fit analyses) of the most effective DMLS configurations. This study
was conducted in association with Multisonics as the research team.
• SIGOP/TRANSYT Optimization — PRC Engineering carried out
several studies to optimize traffic signal timing in various sizes and
configurations of street networks. State-of-the-art optimization
tehcniques, such as the SIGOP and TRANSYT computer programs,
were used in these studies which were aimed at getting the most
effectiveness from existing street and traffic control facilities.
• Quality of Flow, Phase II — PRC Engineering developed improved
methods for evaluating the quality of flow on urban arterials, and
estimating their traffic capacity on this project for the FHWA. Data
was collected at over 700 intersections across the country using
Super 8mm cameras. In a recently completed task in this study,
passenger car equivalent values were developed for different types of
vehicles operating on these arterials for use in the FHWA Highway
Cost Allocation Study.
• Amber Signals — PRC Engineering conducted a study for the Insur-
ance Institute for Highway Safety to determine whether drivers
respond differently to the amber traffic signal on wet as opposed to
dry pavement, alternative amber durations, or amber signals during
peak versus off-peak hours. The trajectories of over 1,800 amber
decision vehicles were accurately determined through the use of
sophisticated timelapse photography and computerized coordinate
translation. Statistical analyses of these trajectories were then
56
conducted and findings were obtained showing that substantial reduc-
tions in potential conflicts can be achieved with relatively small
increases in the duration of the clearance interval.
• Right-Turn-On-Red — PRC Engineering performed this nationwide
research study to determine whether permitting right-turn-on-red
(RTOR) is desirable and to prepare guidelines and control for this
movement. The study involved investigations of the state-of-the-art;
the study scope included field data collection and computer simula-
tion analyses, accident analyses, driver and pedestrian attitude
surveys, legal and law enforcement analysis, as well as a signing
needs evaluation. With regard to the computer simulation analyses,
modifications were made to the NETSIM model which allowed the
evaluation of the impact that RTOR has on energy usage and exhaust
emissions.
• Vehicle Operation, Fuel Consumption, and Emissions as Related to
Highway Design and Operations — PRC Engineering analyzed and
described relationships between vehicle operating characteristics
(i.e., speed, speed change cycles, stops, etc.) and the design and
operating characteristics of rural highways, urban freeways, and
urban arterials. As part of this effort, manual and computerized
procedures for estimating the speed profile of a typical vehicle
traveling along any section of rural road or urban freeway were
developed and documented. In addition, a method was detailed for
estimating the speed profiles of vehicles on a freeway using only
roadway detector data as input to the procedure.
PRC FACILITIES AND SUPPORT SERVICES
PRC Engineering facilities offer a full range of equipment and support services for
use in this project. Brief descriptions of these capabilities follow.
Electronics/Microprocessor Development Laboratories
PRC Engineering has the capability for development of special equipment required
in various research projects. The Development Lab has the test equipment and
tools used for development of special products using the 6502, 6800, and Z80
microprocessors. A SYM1 system, Z80-based cassette computer, one TI Silent 700
dual cassette terminal and two Intertec SuperBrain 8080-based microprocessor
terminals are available for development and data base operations. In addition,
modem capability up to 1,200 baud is available with the Racal Vadic 4351 modem,
57
as well as one 300 baud Nixdorf accoustical coupler modem for use with RS23L
compatible terminals.
Special purpose equipment is available for data collection, including three field
deployable cassette-based PRC Traffic Data Loggers developed by the PRC
Engineering laboratory. This equipment has operated reliably in the field under the
extreme environmental conditions encountered in intersection field cabinets.
Centennial Plaza Laboratories
Both to supply technical expertise to the system design and integration function
and to design and build equipment for system functions for which hardware and
firmware cannot be purchased off-the-shelf, PRC Engineering has a system
integration laboratory located in Vienna, Virginia. This laboratory supports a
technical staff with engineering expertise in a wide range of application areas and
contains the latest electronic test and development equipment.
The Centennial Plaza laboratory boasts a technical staff with advanced degrees in
electronics, computer systems, chemical, and nuclear engineering; and applications
experience in a range of subjects including image processing, broad band communi-
cations, micrographics, data acquisition, process control, robotics, and CAD/CAM.
TeleficheR, a document management system, and ImageNetTM, a local area
network were developed here.
The laboratory is equipped with the tools to help our staff accomplish a range of
projects from the construction of interfaces between different computers and
peripherals to research in the utilization of optical disks in data base management
systems. Three independent microprocessor development stations are available
which will handle work on most of the 8-bit and 16-bit microcomputers available
today, including the Z80, 6800 series, 68000, 8080 series, and 8086. A computer
room, at the facility, houses the laboratory's Data General development computer
and data links to other machines, as well as providing an appropriate facility for
project specific computers. A complete set of electronic test and development
58
gear is available for the engineers' use, including signal generations, high-speed
oscilloscopes, and digital logic analyzers.
To construct the interfaces required for system integration PRC engineers design
custom boards and processors. In our own facility the baords are wire wrapped and
all board level tests takes place at Centennial Plaza, as well as the final
fabrication of customized components or systems.
In addition to the laboratory, the facility also contains space for technical and
support personnel. The offices for software and firmware engineers are wired and
equipped with CRTs to talk to the Data General CPU in our own computer room or
IBM equipment off site. On site word processing and other office equipment
supports documentation and other office functions.
Computer Hardware
Computer facilities are available to PRC Engineering through the PRC Computer
Center which offers the following equipment to its users (MVS Operating System):
• Processing Unit
- 1-Itel AS5 (equivalent to an IBM 370/158) with four megabytes
storage
- 1-Itel AS6 (equivalent to an IBM 3032) with six megabytes
storage
• Disk Drives
- 27 - 3330's (model types I and II)
- 24 - 3350's
• Tape Drives
- 8 - 1600/6250 BPI
- 5 - 800/1600 BPI
- 1 - 7 track 556/800 BPI
• Printers
- 1 - IBM 1403 (1100 1pm)
- 2 - Documentation 2250 (2200 1pm)
- 1 - Xerox 1200 (4000 1pm)
59
• Miscellaneous
- 2 - card readers
- 2 - card punches
- Teleprocessing equipment
- CALCOMP Plotter
- TSO facilities
PRC Engineering also owns and operates approximately 16 microcomputer systems
that offer the following equipment complement:
• Processing Unit
- 2 - Intertec SuperBrain QD Video Computer Systems, each
containing two RS232 ports, internal S100 bus, and two double-
sided, double-density, 5-1/4 inch floppy disk drives.
- 6 - IBM PC Computer Systems, each containing a parallel
printer port, RS232 port, two double-sided, double-density,
5-1/4 inch floppy disk drives and a 10 megabyte Winchester
hard disk.
- 1 - TRS80 Model II Computer System with parallel printer
port, two RS232 ports, and a single-sided, double-density
8 inch floppy disk drive.
- 1 - Apple II Plus Computer System with RS232 port and two
single-sided, 5-1/4 inch floppy disk drives.
- 3 - Osborne Computer Systems with one serial RS232C port
and one parallel port, two double density 5Y4-inch floppy disk
drives and 64K random access memory.
- 2 - Kaypro-4 computer systems with two serial RS232C ports,
Integral 300 baud phone modem, two double sided, double
density 5%-inch floppy disk drives and 64K random access
memory.
- 2 - Compaq computer systems with one serial RS232C port and
two parallel ports, two double sided, double density 5Y4-inch
floppy disk drives and 512K random access memory.
- Motorola Exorcisor II hardware and software development sys-
tem with two 8-inch double density floppy disk drives, 64K
random access memory and one centronics printer port.
• Printers
- 2 - OMNI 800 Model 820 Receive Only Terminals (150 cps)
- 1 - NEC PC8023A
- 4 - EPSON MX-80
- 1 - Integral Data Systems 445
- 1 - Microline 82A
60
- 1 - Centronics 702
• Cassette Tape Reader
- 1 - Memodyne M-80 with dual RS232 ports and transparent
front panel
• Modems
- 1 - Nixdorf acoustic coupler
1 - Racal Vadic 3451 modem (with up to 1200 baud capability)
- 1 - Novation 300 baud direct modem
• Miscellaneous
- CP/M Disk Operating System
- FORTRAN Compiler
- BASIC Compiler
- PC DOS Disk operating system
- DBASE II Data Base Management System
PRC Engineering presently has established Original Equipment Manufacturer (OEM)
agreements with the following firms:
• Digital Equipment Corporation (DEC)
• Perkin-Elmer
• Texas Instruments
• Data General
• Control Data Corporation
PRC purchases an average of $4 to $5 million of equipment per year from these
suppliers. Discounts range from 15 to 40 percent, with the average at approxi-
mately 27 percent.
Based on these agreements, PRC Engineering has the capability of providing
central processors and peripherals, suited for traffic system application, at a
significant savings to the client.
Computer Software
The firm has developed a software library that is routinely used for traffic
research and analysis. This library includes:
61
• TRANSYT, PASSER II, PASSER III, and SOAP — Programs for the
off-line optimization of traffic signal timing.
• Automobile Exhaust Emission Modal Analysis Model — EPA model as
reissued in late 1977.
• Speed Profile Analyzer — A program which is capable of processing
raw speed data to analyze the number of acceleratons, decelerations,
and cruise modes.
• Mode Matrix Software — Used for producing matrices of initial and
final vehicle speeds. This software is useful for analyzing roadway
operations and interpreting traffic flow characteristics.
• Intersection Capacity Program — This program produces an estimate
of level of service for most signalized intersections under existing or
projected future conditions, using the Critical Lane Volume Analysis
technique described by McInerney and Petersen.
• LRT SIM — A microscopic simulation of automobile and transit
vehicle operations on an arterial facility for the purpose of evaluat-
ing the effectiveness of alternative preempt strategies.
• NETSIM (formerly UTCS-1) — Microscopic traffic simulation pro-
gram, with a capability to predict fuel consumption and exhaust
emissions.
• CIC Analysis -A program for analyzing traffic count data for the
purpose of evaluating the applicability of critical intersection con-
trol.
• Cable Fill — A program used for communications design to determine
conduit size as a function of cable needs.
Research Equipment
PRC Engineering has developed a unique data collection system that is capable of
providing detailed traffic flow data for any type of roadway. This system consists
of a Nu-Metrics K-5000 Mobile Distance Processor and an Osborne-1, Kaypro-4, or
Compaq Microcomputer System, which have been interfaced to record detailed
profiles of distance traveled by the instrumented vehicle. The data recorded by
this system, when processed by PRC Engineering software system on the Micro-
computer, is capable of providing detailed estimates of speeds, travel time, delays,
stops, emissions, and fuel consumption.
62