Item 22 - Final Report and Acceptance of Traffic Signal Timing Project
.-
AGErmL ~
TO: Honorable Mayor and Members of City Council
- FROM: James L. Bowersox, City Man~ _:'
INITIATED BY: John D. Fitch, Assistant City Manager0,1'\ iI
Mark S. Weston, Director of Engineering Service~
Michael H. Robinson, Traffic Engineer i'\~~_
DATE: September 5, 1995
SUBJECI': Final Report and Acceptance of Traffic Signal Timing Project - CMAQ
Grant
ABSTRACI'
On November 15, 1994, Darnell and Associates was awarded the bid for traffic volume
data and new signal coordination timing for the North Poway Signal System. The amount
of the contract was $28,674.
ENVIRONMENTAL REVIEW
.
This project was not subject to CEQA review.
FISCAL IMPACI'
-
This project was funded by a Congestion Mitigation and Air Quality (CMAQ) grant. Funds
for the project were appropriated from the General Fund and will be reimbursed upon
submittal of final documentation to Caltrans.
.
ADDITIONAL PUBLIC NOTIFICATION AND CORRESPONDENCE
Darnell and Associates Inc,
RECOMMENDATION
It is recommended that City Council: 1. Formally accept the project and Final Report;
2. Authorize the City Clerk to file and record a Notice of Completion; and, 3.
Authorize the release of the retention in the amount of $1433.70, if unencumbered, 40
days after filing the Notice of Completion,
ACTION
-
1 OF 3 SEP 5 1995 ITEM 22
AGENDA REPORT
CITY OF POW A Y
This report is included on the Consent Calendar. There will be no separate discussion of the report prior to approval by the
City Council unless members of the Council. staff or public request it to be removed fr?m t~e Consent Calendar and
discussed separately_ If you wish to have this report pulled for discussion. please fill out a slip Indlcatmg the report number
and give it to the City Clerk prior to the beginning of the City Council meeting.
TO: Honorable Mayor and Members of City Council
FROll: James L. Bowersox, City Man~ ^
INITIATED BY: John D. Fitch, Assistant City Manage~~ ~
Mark S, Weston, Director of Engineerin Services
Michael H. Robinson, Traffic Engineer J11Jll2-
DATE: September 5, 1995
SUBJECT: Final Report and Acceptance of Traffic Signal Timing Project
- CMAQ Grant
BACKGROUND
In early 1994, Poway was approved to receive a Congestion Mitigation Air
Quality (CMAQ) grant with federal funds administered by the State. The grant
involved coordination of the North Poway signal system in order to provide
enhanced progression on Espola, Twin Peaks, and Pomerado Roads. On November
IS, 1994, Darnell and Associates was awarded the bid to collect traffic volume
data and implement new signal coordination timing. The amount of the contract
was $28,674. The data was collected this spring and new signal timing was
implemented throughout the month of May,
FINDINGS
The project was completed at the contract cost and no change orders were
required.
Darnell and Associates provided a Final Report which outlines project
implementation procedures and before and after traffic studies. Three
coordination plans (morning, noon, and evening) were implemented on Twin
Peaks, Pomerado and Espola Roads. The Final Report is included as Attachment
A.
The coordination plans improved traffic progression significantly on Twin
Peaks Road and Pomerado Road. The Espola Road plan was not as successful and
was not implemented because it created significant side street delays and
caused resident complaints.
The improved timing plans on Twin Peaks and Pomerado have reduced the number
of stops and incrementally shortened travel times. Shorter travel times and
reduced stops equate directly to reduced fuel consumption and lower auto
emissions, which is the goal of the CMAQ rant ro ram.
ACTION:
SEP 5 1995 &"lEU 22
2 OF 3
-
Fin. Report and Acceptance of Traffic Signel Timing Project - CMAQ Grant
City Council Agondo . Septembor 5. 1995
Pogo 2
ENVIRONMENTAL REVIEW
This project was not subject to CEQA review.
FISCAL IMPACT
This project was funded by a CHAQ grant. Funds for the project were
appropriated from the General Fund which will be reimbursed upon submittal of
final documentation to Caltrans.
PUBLIC NOTIFICATION AND CORRESPONDENCE
Darnell and Associates Inc.
RECOMMENDATION
It is recommended that the City Council:
1. Formally accept the project and Final Report;
2. Authorize the City Clerk to file and record a Notice of
Completion; and,
3. Authorize the release of the retention for the amount of $1433.70,
if unencumbered, 40 days after filing the Notice of Completion.
JLB:JDF:MSW:MHR:pc
Attachments: A - North Poway Signal Timing Final Report (Limited Distribution)
3 OF 3 SEP 5 1995 ITEM. 22
,"--_."
- ~ ~
-
. -
-
-
FINAL REPORT
-
-
FOR
-
- CITY OF POW A Y
- NORTH POWAY TRAFFIC SIGNAL SYSTEM
--
-
Submitted by
-
- DARNELL & ASSOCIATES, INC.
-
-
- July 27, 1995
-
,-.
-
-
SEP 5 1995 ITEII 22'.
- Darnell
& ASSOCIATES, INC.
TRANSPORTATION PLANNING & TRAFFIC ENGINEERING
-.
-
July 26, 1995
-
- Mr. Mike Robinson
Traffic Engineer
City of Poway
- 13202 Poway Road
Poway, CA 92064 D&A Ref. No: 940902
.--
Subject: Final Report for North Poway Traffic Signal System
Dear Mr. Robinson:
-
Attached for your use are sixteen (16) copies of the fmal report for the North Poway Traffic Signal System. The
- report documents the study methodology and the results of retiming the signals.
Please call us if you have any questions or need additional information.
- S incerel y ,
.
DARNELL & ASSOCIATES, INC.
--
- ~4r-- f!-r~i }~
Kishan Kamojjhala, P.E.
--- Project Engineer
- ~ ~
- Bill E. Darnell, P.E.
Project Manager
- BED/KRKIld
0902pow2.rpt\95-07
1202 KETTNER BLVD' SUITE B' SAN DIEGO. CA 92101 . PHONE: 619-233-9373
3 HUGHES AVENUE' SUITE 474' IRVINE. CA 92718' PHONE: 714-768-2590
FAX: 619-233-4034
----
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INTRODUCTION
The City of Poway retained Darnell & Associates (D&A) to optimize the traffic signal timing for the
North-Poway traffic signal system. The objectives of the project were to achieve progression on the
-- arterials and minimize the delay at the intersections. The project consisted of nineteen (19) intersections
along three arterials in North-Poway presented on Figure 1.
-- The project consisted of several phases which included, data collection, systems setup, optimization of
signal timings, implementation of signal timings and field studies.
--. EXISTING CONDITIONS
Twin Peaks Road is a four lane, east-west major arterial with an Average Daily Traffic (ADT) volume
- of about 31,000 (west of Community Road) and 20,000 (east of community Road). This route provides
access to the 1-15 Freeway, and serves as a commuting route for the residential population in the
northern part of the City. A school is located at Tierra Bonita Road along Twin Peaks Road and a
- shopping complex is located on the westerly end of the route at the intersection of the Pomerado Road
and Twin Peaks Road. There are seven (7) intersections along this route included in the project for
optimization.
--
Espola Road is a four lane road, running east-west between Summerfield Lane and Martincoit Road and
is a four lane road between Lake Poway and Titan Way running north-south. This street drops to one
~ lane in each direction south of Titan Way. The Average Daily Traffic volumes on this street is 19,000
(east of Summerfield Lane) and 16,000 (south of High Valley Road). Espola Road serves primarily
residential traffic and a school is located at the intersection of Titan Way and Espola Road. There are
- eight (8) signalized intersecti~ns along this route within the study area.
- Pomerado Road is a four lane arterial running north-south and serves a mixed variety of traffic. There
are four( 4) signalized intersections along this route included in the project (not counting the Twin Peak
Rd/Pomerado Road intersection). The Average Daily Traffic along this route is approximately 23,000.
The project area described above is presented on Figure I. All of the signalized intersections within
the study area are controlled by Type 170 controllers with BiTrans software and have telephone
- communications link to the City's central computer system. BiTrans' Quicknet program is used to
upload and download the signal timings. Prior to the study all the traffic signals were running in "free"
operational mode.
--
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DATA COLLECTION & BEFORE STUDIES
-- Data collected for the subject nineteen (19) intersections include:
(i) Traffic Counts: Turning movement counts were conducted at each of the nineteen (19)
- intersections. The counts were taken during following time periods.
- Morning: 7:00 AM to 9:00 AM
Mid Day: 11:30 AM to 1:30 PM
Evening: 4:00 PM to 6:00 PM
-
The traffic counts were summarized in the form of peak hour traffic flows and the traffic flow
diagrams for each of the time periods. The results are presented on Figures 2, 3 and 4
-- respectively.
(ii) Approach Counts: Machine counts were collected at eight (8) locations.
-
(iii) Travel Time & Delay Studies: Floating car runs were conducted along the four arterials for
all the time periods to examine the existing conditions. The data collected is presented in
- Appendix A and a summary is given on Tables 1 thru 5.
(iv) Measurement of Stops: Stop data was collected at five representative locations. The results are
- summarized on Table 6.
-- In addition to the data collected above, existing signal plans, signal timing and speed, studies were
supplied by the City.
METHODOLOGY
-
System Setup
- After collecting the geometric data, speed studies and traffic counts, the study area was examined to
establish the break points along arterials and feasibility of dividing the network into different systems
- for analysis purpose. Examining the spacing of the intersections, speed data and the traffic counts, the
study area was divided into five separate systems. Prior to finalizing these systems, the data was coded
into Quick-7F as a single network and compared against separate system setups. The recommended
- system set up for the study area is shown on Figure 1.
Isolated Operation
-
It was determined that the intersections of Hospital Driveway at Pomerado Road and Poway
-
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Table-l
Before & After Travel Time Studies
SYSTEM - I
Twin Peaks Road (Pomerado Road to Silverset Rd)
-
Before After Change & Percent Change
Time Period Direction Travel Time Delay Travel Time Delay Travel Time Delay
- StDev St Dev St Dev StDev (%) (%)
Eastbound 2:05 0:37 1:20 0:16 0:45 0:21
- AM PEAK 0:35 0:17 0:18 0:16 36 57
Westbound 1:32 0:25 1:01 0:00 0:31 0:25
0:15 0:20 0:01 0:00 34 100
- Eastbound 1:21 0:08 1:03 0:00 0:18
0:08
MID PEAK 0:07 0:06 0:00 0:00 22 100
Westbound 1:28 0:13 1:10 0:06 0:18 0:07
- 0:16 0:14 0:11 0:07 20 54
Eastbound 1:37 0:18 1:05 0:00 0:32 0:18
PM PEAK 0:14 0:23 0:02 0:00 33 100
- Westbound 1:40 0:27 1:08 0:01 0:32 0:26
0:16 0:17 0:06 0:03 32 96
-
NOTES:
1 All travel time delay values are in min:sec format.
- 2 All changes in travel time and delay are negative(reduction) except where indicated as positive.
3 Travel time delay values range between Average Value +/- 2 (standard deviation) with a 95% probability.
-
St Dev = Standard Deviation
-
-
-
--
-
7
-..- -
-
-
Table - 2
Before & After Travel Time Studies
SYSTEM - II
Twin Peaks Road (Community Road to Espola Rd)
-
Before After Change & Percent Change
Time Period Direction Travel Time Delay Travel Time Delay Travel Time Delay
min:sec min:sec
- St Dev St Dev StDev
St Dev (%) (%)
Eastbound 2:41 0:39 2:04 0:19 0:37 0:20
--- AM PEAK 0:45 0:37 0:25 0:19 23 51
Westbound 2:28 0:27 1:48 0:06 0:40 0:21
0:26 0:31 0:15 0:10 27 78
-
Eastbound 2:06 0:14 2:04 0:21 0:02 +(0:07)
MID PEAK 0:19 0:14 0:23 0:19 2 +(50)
Westbound 1:59 0:17 1:41 0:05 0:18 0:12
- 0:18 0:16 0:17 0:08 15 71
Eastbound 2:23 0:35 2:13 0:29 0:10 0:06
PM PEAK 0:27 0:23 0:10 0:07 7 17
-
Westbound 2:11 0:29 1:56 0:14 0:15 0:15
0:35 0:30 0:21 0:17 11 52
- NOTES:
1 All travel time delay values are in min:sec formal.
2 All changes in travel time and delay are negative(reduction) except where indicated as positive.
- 3 Traveltime delay values range between Average Value +/- 2 (standard deviation) with a 95% probability.
- St Dev = Standard Deviation
-
-
-
-
-
8
-
--
Table. 3
Before & After Travel Time Studies
SYSTEM - III
Pomerado Road (Glen Oak Rd to Twin Peak Rd)
- Before After Change & Percent Change
Time Penod Direction Travel Time Delay Travel Time Delay Travel Time Delay
min:sec min:sec
- StDev St Dev St Dev StDev (%) (%)
Northbound 1:56 0:38 1:12 0:08 0:44 0:30
- AM PEAK 0:17 0:23 0:12 0:10 38 79
Southbound 1:22 0:07 1:12 0:08 0:10 +(0:01)
0:17 0:11 0:18 0:17 12 +(14)
- Northbound 1:58 0:45 1:08 0:02 0:50 0:43
MID PEAK 0:36 0:28 0:08 0:06 0 96
Southbound 1:28 0:09 1:26 0:21 0:02 +(0:12)
- 0:09 0:05 0:07 0:07 2 +(133)
Northbound 1:58 0:43 1:37 0:20 0:21 0:23
PM PEAK 0:28 0:35 0:13 0:11 18 53
--- Southbound 2:00 0:32 1:37 0:22 0:23 0:10
0:15 0:27 0:13 0:27 19 31
- NOTES:
1 All travel time delay values are in min:sec format.
2 All changes in travel time and delay are negative(reduction) except where indicated as positive.
- 3 Travel time delay values range between Average Value +/- 2 (standard deviation) with a 95% probability. -
- St Dev = Standard Deviation
--
-
-
-
-
9
-"
,-
--
Table - 4
Before & After Travel Time Studies
SYSTEM - IV
Espola Road (Summerfield Lane to Martinecit Rd)
-
Before After Change & Percent Change
Time Period Direction Travel Time Delay Travel Time Delay Travel Time Delay
-"" min:sec min:sec
St Dev St Dev StDev StDev ('/0) ('/0)
Eastbound 1:29 0:12 1:15 0:01 0:14 0:11
- AM PEAK 0:06 0:08 0:07 0:03
16 92
Westbound 1:13 0:05 1:09 0:00 0:04 0:05
0:06 0:04 0:01 0:00 5 100
--
Eastbound 1:16 0:07 1:14 0:00 0:02 0:07
MID PEAK 0:08 0:08 0:06 0:00 3 100
Westbound 1:20 0:12 1:09 0:00 0:11 0:12
- 0:17 0:15 0:02 0:00 14 100
Eastbound 1:23 0:02 1:15 0:00 0:08 0:02
- PM PEAK 0:05 0:05 0:04 0:00 10 100
Westbound 1:27 0:05 1:11 0:00 0:16 0:05
0:07 0:08 0:02 0:00 18 100
--
NOTES:
1 All travel time delay values are in min:sec format.
2 All changes in travel time and delay are negative(reduction) except where indicated as positive.
-- 3 Travel time delay values range between Average Value +/- 2 (standard deviation) with a 95'/o probability.
-- St Dev = Standard Deviation
-
-
--
-
-
W
-
-"
Table - 5
Before & After Travel Time Studies
SYSTEM - V
Espola Road (Lake Poway Rd to High Valley Rd)
- Before After Change & Percent Change
Time Period Direction Travel Time Delay Travel Time Delay Travel Time Delay
min:sec min:sec
-" StDev St Oev St Dev St Dev (%) (%)
Northbound 1:54 0:08 1:47 0:01 0:07 0:07
-_.- AM PEAK 0:14 0:08 0:08 0:04 6 88
Southbound 2:40 0:46 2:11 0:00 0:29 0:46
0:45 0:34 0:33 0:23 18 100
- Northbound 1:46 0:03 1:47 0:00 -0:01 0:03
MID PEAK 0:02 0:07 0:02 0:00 0 100
Southbound 2:01 0:03 1:48 0:00 0:13 0:03
~_. 0:19 0:10 0:02 0:00 11 100
Northbound 1:51 0:11 1:47 0:00 0:04 0:11
PM PEAK 0:11 0:13 0:06 0:02 4 100
-..- Southbound 1:53 0:07 1:49 0:00 0:04 0:07
0:18 0:13 0:02 0:00 4 100
-"" NOTES:
1 All travel time delay values are in min:sec format.
2 All changes in travel time and delay are negative(reduction) except where indicated as positive.
- 3 Travel time delay values range between Average Value +/- 2 (standard deviation) with a 95% probability.
St Dev = Standard Deviation
--
--
-
-
_....
-
11
.-
-
-""
Table - 6
Before and After - Nurnber of Stops
-
Before After Stops Percent
Intersection Total Number of Stops Total Number of Stops Reduction Reduction
-
1. Twin Peaks RdlPomerado Rd
AM peak 1927 1699 228 12
Mid-Day 1093 1074 19 2
PM Peak 3319 2785 534 16
- 2. Twin Peaks Rd/Community Rd
AM peak 1215 1103 112 9
Mid-Day 544 469 75 14
PM Peak 1326 1168 158 12
--
3. Pomerado RdfTed Williams Pkwy
AM peak 1137 906 231 20
- Mid-Day 754 618 136 18
PM Peak 1681 1377 304 18
- 4. Espola Rd/High Valley Rd
AM peak 520 477 43 8
Mid-Day 300 215 85 28
-- PM Peak 734 531 203 28
5. Espola RdNalle Verde
AM peak 972 803 169 17
- Mid-Day 235 173 62 26
PM Peak 518 335 183 35
_.
-
--
--
0-
12
--
--
-
Road at Espola Road are best served as isolated intersections because of the distance to the neighboring
intersections. The timings for these two intersections were developed as isolated intersections, using
Transyt-7f. The intersection of Community Road at Aubrey Road is proposed to be coordinated with
the intersection of the Community Road at Twin Peaks Road. The timings for this intersection were
- developed using PASSER-II.
Development of Signal Settings
-
For each one of the major systems shown on Figure 1, the signal timings were developed with the main
objective of achieving progression along the major street while maintaining good level of service to the
-- cross streets.
To develop the optimal signal settings, first Transyt-7f was used. However comparing these timings
- to the PASSERII-90 timings, it was determined that PASSERII-90 results were more favorable mainly
because of the progression achieved through PASSERII-90 runs and also for the ease of maintenance
by the City in the future.
-
Also, because of light pedestrian traffic (except for the intersections near the schools), minimum signal
time used was based on the vehicular demand rather than the minimum pedestrian times. This allowed
- for shorter cycle lengths and more realistic offsets.
OPTIMIZATION RESULTS & ANALYSIS
-
A base network for each system was developed using PASSERII-90 for each of the time periods and
then fme tuned to reflect the existing conditions. Each base network was then optimized to arrive at
-- optimal signal timings.
- A cycle length range of 60 seconds to 120 seconds was used in this optimization process. Initially all
phasing sequence combinations were included in the optimization process to arrive at the best signal
splits and band widths. The results for each system are described as follows.
-
Twin Peaks Road (System-I)
- This system consists of three (3) traffic signals on Twin Peaks Road between Pomerado Road and
Silverset Road. This system has heavy westbound traffic in the morning peak and heavy eastbound
traffic in the evening peak hours. The system is shown on the Figure 1.
--
During the morning peak, the best cycle length of 90 seconds obtained from the PASSERII-90
simulation a bandwidth of 16 seconds eastbound and 27 seconds in the westbound direction was
,
- achieved. The average intersection delay was found to be 27 seconds per vehicle. The bandwidth was
restricted because of the heavy through traffic along Pomerado Road.
---
13
-- ._-~"-,
-
,..-
-
For mid-day conditions, a cycle length of 70 seconds was identified. The PASSERII-90 simulation
resulted in a bandwidth of 25 seconds in the eastbound and 20 seconds in the westbound direction. The
average intersection delay was 21.1 seconds per vehicle.
- For the evening peak, the PASSERII-90 simulation recommended a cycle length of 110 seconds. The
bandwidths available were 48 seconds in the westbound direction and 31 seconds in the eastbound
direction. The average intersection delay was found to be 31.1 seconds per vehicle.
-
For this system, because of the heavy directional platooning during morning and evening peak hours,
the progression achieved was critical in reducing delay. The results of the simulations for this system
- are presented in Table 7.
Twin Peaks Road (System-II)
--
This system consisted of the remainder of the signals along Twin Peaks Road between Community Road
and Espola Road.
-
For the morning peak, this system has extremely fluctuating demands of traffic due to school activity
at Tierra Bonita and the school at Espola Road/Titan Way. The intersection of Espola Road and Twin
- Peaks Road has peak traffic early in the morning around 7:00 AM because most of the traffic accesses
the school at Espola Road/Titan Way through this intersection and the eastbound left turn phase during
this time needs as high as 75 seconds of green time to accommodate the demand. The school at Tierra
- Bonita has peak traffic volumes occurring around 8:00 AM. Typically the traffic volumes at the schools
last for approximately fifteen minutes. This peaking presented a problem of coming up with a cycle
-- length that can accommodate the fluctuation of traffic demand at these two intersections and the heavy
westbound through traffic.
-- To optimize signal operation, various PASSERII-90 simulations were conducted and it was determined
that the intersection of Twin Peaks Road and Espola Road would best operate "free" during the first
school peak while the rest of the system would operate on a 90 seconds cycle.
-
During the second school peak and the rest of the peak period, a cycle length of 120 seconds was used
to accommodate the school traffic at Tierra Bonita and at the same time achieve progression for the
- heavy westbound traffic.
In the mid-day similar to the rest of systems, a 70 second cycle length was used.
-
-
-
14
-...
-
-
Table - 7
Performance Measures for System I
Twin Peaks Road (Pomerado Road to Community Road)
-
Cycle Average Bandwidth Fuel Total
Peak Hour Length Intersection Consumption System
- Delay E1B W/B Stops
(Sec) (Sec) (Sec) (Sec) (GaI/Hr)
-
AM 90 27 16 27 278.27 8981
--
MID-DAY 70 21.1 25 20 182.15 6267
-
-
PM 110 31.1 48 31 312.96 10622
-
--
--
-
-
-
-
-
15
- _.._~
-^ -
-
For the evening peak a cycle length of 110 seconds was recommended. Examination of the results of
P ASSERII -90 simulation found a bandwidth of 43 seconds for the eastbound traffic, which is the heavily
traveled direction in the evening.
- The results of the simulation are summarized in the Table 8. The intersection of the Espola Road/Twin
Peaks Road was dropped from optimization results after the preliminary runs because at this intersection
the east leg of the intersection attracts very little traffic thus including this in east-west progression gives
- skewed results. To achieve progression in proper direction at this intersection, offsets were adjusted
manually.
- Pomerado Road (System-III)
This system has four traffic signals along Pomerado Road between Glenoak Road and Twin Peaks Road.
- The traffic along this road is fairly even in both northbound and southbound directions.
To preserve progression in the east-west directions at Twin Peak Road, similar cycle lengths used in
- System-I were analyzed. For the morning peak, a cycle length of 90 seconds, with a 21 second
bandwidth in the northbound direction and 21 second bandwidth in the southbound directions was
achieved. The average intersection delay was 36.1 seconds per vehicle.
-
In the mid-day peak period, a cycle length of 70 seconds was used. Due to constraints at the Twin
Peaks arterials and cross street traffic demands, smaller bandwidths resulted.
-
For the evening peak period, a 110 seconds cycle was used. The PASSERII-90 simulation resulted in
- a bandwidth of 29 seconds northbound, 21 seconds bandwidth for southbound and an average
intersection delay of 32.2 sec.onds.
- The results for this system are presented in Table 9.
Espola Road East- West (System-IV)
-
This system as shown on Figure 1 consists of three (3) traffic signals along Espola Road between
Summerfield Lane and Martincoit Road. For the morning peak period a cycle length of 90 seconds was
- used as cycle length in the PASSER study. The traffic on Espola Road in this system is relatively light
and the cycle length used was primarily a compromise between the level of progression desired versus
delay for the side streets. Thus a compromise cycle length of 90 seconds yielded band widths of 37
-- seconds in both east and west directions and the average intersection delay was 10.3 seconds.
In the mid-day peak, a cycle length of 70 seconds as recommended by PASSERII-90 was used. This
-^ cycle length was assumed suitable since the mid-day delay is more critical than progression.
-
16
--
- -
--
Table - 8
- Performance Measures for System II
Twin Peaks Road (Community Road to Espola Road)
-
Cycle Average Bandwidth Fuel Total
Peak Hour Length Intersection Consumption System
- Delay E1B WIB Stops
(See) (See) (See) (See) (Gal/Hr)
-
AM gO 36.7 10 20 181.14 6645
-
AM 120 37.1 18 35 170.84 5674
- (School Hour)
--
MID-DAY 70 26.3 23 24 83.81 2883
-
PM 110 24.3 43 27 123.27 3816
--
-
-
-
-
-
-
17
------
- --
-
Table - 9
Performance Measures for System III
Pomerado Road (Glen Oak Road to Twin Peaks Road)
-
Cycle Average Bandwidth Fuel Total
Peak Hour Length Intersection Consumption System
- Delay E/B W/B Stops
(Sec) (Sec) (Sec) (Sec) (GaI/Hr)
--
AM 90 36.1 21 21 208.07 7855
-
MID-DAY 70 22.1 8 7 156.74 6293
-
----
PM 110 32.2 29 21 235.53 8909
-
-
-
-
._-,
-
-
-
1.8
---
--
-- --
--
The PASSERII-90 simulation yielded a bandwidth of 34 seconds for eastbound traffic and 24 seconds
for the westbound traffic. The average intersection delay was 11.2 seconds.
In the evening peak, a cycle length of 90 seconds was used. Again this cycle length was a function of
bandwidth. The P ASSERII -90 simulation yielded a band width of 57 seconds for eastbound traffic and
- 30 seconds for westbound traffic.
- For the above simulations, the bandwidth varied merely because of the signal settings required at the
Espola Road/Valle Verde intersection. The heavy eastbound left turn traffic dictated the signal splits
for each peak period, and thus the amount of bandwidth available varied.
-
The results for SYSTEM IV are summarized in Table 10.
- Espola Road Nonh-South (System- V)
This system as shown on Figure I, consisted of three traffic signals along Espola Road between Lake
- Poway Road and High Valley RoadlDel Poninente Rd.
For this system two different cycle lengths were used for the morning peak period. This was required
- due to heavier traffic demand during school hours at the intersection of Espola Road/Titan Way
compared to non-school hours.
- During school hours, heavy northbound left turns into the school and the pedestrian activity across
Espola Road required a 120 seconds cycle length. This yielded an average intersection delay of 27.7
seconds per vehicle and a progression of 60 seconds for northbound traffic (primarily due to the heavy
- northbound left turns) and a bandwidth of 44 seconds for southbound traffic.
During non-school hours, the rest of the morning peak is accommodated with a cycle length of 90
- seconds. The PASSERII-90 simulation yielded a bandwidth of 36 seconds for northbound traffic and
48 seconds for southbound traffic. An average intersection delay of 23.3 seconds per vehicle was
found.
-
In the mid-day peak, a cycle length of 70 seconds as recommended by PASSERII-90 was used. The
- bandwidths achieved with this cycle length are 19 seconds for northbound and 20 seconds for
southbound traffic. The average intersection delay was 13.5 seconds per vehicle.
During the evening peak, a cycle length of 90 seconds was used, to achieve progression. The
-..-
PASSERII-90 study yielded, bandwidths of 44 seconds for northbound and 39 seconds for southbound
traffic. The average intersection delay was 14.2 seconds per vehicle.
-
-
19
- -
--
Table -10
Performance Measures for System IV
Espola Road (Summerfield Lane to Martincait Road)
-
Cycle Average Bandwidth Fuel Total
Peak Hour Length Intersection Consumption System
- Delay ElB W/B Stops
(Sec) (Sec) (Sec) (Sec) (GaUHr)
--
AM 90 10.3 37 37 72.97 2477
-
MID-DAY 70 11.2 34 24 54.1 1598
-
---
PM 90 11.5 57 30 85.03 2395
--
-
-.
-
-
-
-
-
20
-.--
-
For this system, except for the school hour traffic in the morning peak, traffic was relatively light and
well spread because of the spacing of the intersections. The bandwidth achieved may not necessarily
benefit the system significantly compared to the "free" operation.
-^ The results of PASSERII-90 simulations are summarized in Table 11 for this system.
IMPLEMENTATION OF OPTIMAL TIMINGS
-
Adjustments Applied to Optimal Settings
- A variety of manual adjustments were used prior to implementing the signal timings. They included,
adjusting the offsets of System II with respect to System I (both along Twin Peak Road) to achieve
continuous progression along Twin Peaks Road between the eastern end and western end of the project.
- This was accomplished by optimizing the signal timing at Community Road and Twin Peaks Road
intersection as a part of System I (though it belonged to System II). The resulting offset and signal
settings for the Community Road intersection were kept constant in System II during optimization of
- the system.
Another manual adjustment needed was for the Pomerado Road System (System III). In optimizing this
- system signal timings, the signal settings for the intersection of Pomerado Road at Twin Peaks Road
from the study of SYSTEM III were utilized and kept constant (in order to retain progression in east-
west direction).
--.-
Similarly the offsets for the Espola Road East-West (System IV) were adjusted such that a continuous
-- progression along Espola Road was achieved between High Valley Road and Summerfield Lane.
Upload & Download of Signal Timings
-
After finalizing the recommended timings, the timing was input into the City's Quicknet System at the
City's central location and timings were downloaded to the individual controllers and master controller.
- The timings downloaded included Time Of Day operation, phasing parameters and the phase timings.
Finetuning the System
--
After downloading the signal timings, field runs were conducted to fme tune the signal timings. The
adjustments typically included increment of timing for some side streets, and adjusting the offsets to
- better accommodate queue clearances.
-
-
21
- -
-
Table-11
- Performance Measures for System V
Espola Road (Lake Poway Road to High Valley/Del Poninente)
-
Cycle Average Bandwidth Fuel Total
Peak Hour Length Intersection Consumption System
- Delay E/B W/B Stops
(Sec) (Sec) (Sec) (Sec) (Gal/Hr)
-
AM 90 23.3 36 48 142.12 3834
-
AM 120 27.7 60 44 150.64 4210
- (School Hour)
-
MID-DAY 70 13.5 19 20 48.33 1408
--
PM 90 14.2 44 39 69.51 1722
--
-
-
--
-
-
-
2.2
.-.
- -
-
AFTER STUDIES & ANALYSIS
After completing the fine tuning of the timing, travel time-delay studies, and stop studies were
conducted in similar fashion to the before studies. The results are summarized in the Tables 1 thru 5.
-. Examining the travel time - delay studies for System-I, in the morning peak and evening peak the travel
times and delays have reduced significantly in the direction of heavier traffic. Travel times and delays
_. also showed improvement for mid-day peak period.
For System-II, again in the morning peak the travel time and delay was reduced significantly for
- westbound traffic. In the mid-day the improvements were moderate and in the evening peak, the travel
times were improved by approximately 10 to 15 seconds.
- For System-III, northbound Pomerado Road traffic showed the most improvement. Reduction in travel
times ranged from 20 seconds to 50 seconds. In the southbound direction, travel times and delays did
not change in the mid-day but showed improvements in both morning an evening times.
--
For System IV on Espola Road, changes in travel times ranged from 4 seconds to 16 seconds and the
evening peak showed the maximum improvement.
-
Finally for System V on Espola Road, except for southbound traffic in the morning peak, travel times
did not show a significant improvement.
-
Examining the before and after stop comparisons previously presented in Table 6, the stops were
reduced for each of the representative intersections, and the maximum system improvement was at the
- intersection of Pomerado Road/Twin Peaks Road. This can be attributed to the progression achieved
in the peak traffic direction and thus a significant reduction in the number of vehicles stopped. Also
at the Ted Williams/Pomerado Road intersection, "stops" were reduced considerably.
-
CONCLUSIONS & RECOMMENDATIONS
-- Prior to the study the traffic signals in the study area were running in "free" operational mode. Though
this was suitable to some areas of the project, the heavy platooning in the morning and evening peak
-- hours on Twin Peaks Road needed some kind of progression. Darnell & Associates, Inc. believes this
objective has been achieved satisfactorily by implementing various cycle lengths to suit the traffic
patterns. The North-Poway Signal System has significant fluctuations in traffic conditions during
- morning peak hours due to schools at two locations. These conditions created some challenge in
adopting a single cycle length for all the intersections. However this problem was met by creating a
special cycle just for the school hours.
--..
Also on Espola Road, traffic signals are spread apart and the platooning is moderate. This creates wide
gaps in the through traffic under coordinated conditions, which can not be used by side streets or
.-
23
--
-
opposing protected left turns. A possible solution for this is to implement conditional service on left-
turn phases, which will partly solve the problem.
Another improvement suggested is at Tierra Bonita Road/Twin Peaks Intersection. At this intersection
during the morning peak-hour, a right-turn overlap is recommended for southbound right turns since
- this movement is quite heavy and the overlap will help in giving more time to other significantly loaded
phases. However this overlap phase will need an exclusive right turn lane and street improvements to
_. accommodate the right turn lane.
Another operational recommendation is suggested at Espola Road and Titan Way. At this intersection,
the heavy northbound AM left turn demand warrants consideration of dual left turns. In the future, it
is recommended that dual left turns for this movement be considered. The addition of the left turn lane
will increase the flexibility of signal timings for the intersection as well as Espola Road progression.
- But this modification will also need widening on the west leg on Titan Way since it currently has only
one receiving lane.
- Finally, at the intersection of Twin Peaks Road and Espola Road, a dual left turn lane is recommended
for the eastbound traffic because of heavy volumes in both morning and evening peak periods.
However this modification also requires widening on Espola Road to receive two left turn lanes. Also
- southbound right turn overlap with eastbound left turn phase is recommended to be considered during
school hours in the morning to improve the southbound traffic flow. This improvement however does
not need any street improvements since it already has an exclusive right turn lane.
-
-
-
.-
-
-
-
-
24