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A Short Course on Techniques for

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2. 5 Debug All Pages Variables 1 One Way Progression in B 2 97 Min A Direction Split Best Solution Format 0 PRSSER II 98 One Way Street Option 0 or 1 0 1 AAP P2 99 One Way Progression in f ar ma cca TT a mais zs Figure 26 PASSER II Arterial Edit Screen Completed for Example 4 60 3 Edit arterial movement data At the edit menu choose option 2 edit intersection movements This brings up a list of seven intersections Scroll down and choose 7 Kirby The intersection movement screen appears Figure 27 and the cursor is flashing on the northbound left turn volume The minimum phase lengths have already been input Press the F3 key This brings up the assistant function There are three assistant functions in PASSER II the volume assistant the saturation flow assistant and the minimum green assistant The assistant is asking if the left turn should be protected Type in a Y for yes Enter the northbound left turn volume from Figure 23 at the Kirby intersection 50 vehicles The assistant then prompts the user for a peak hour factor and has a default value of 1 00 shown Press ENTER to accept this value The program confirms the left turn volume as 50 vehicles Press ENTER twice to remove the assistant function STREET NAME Kirby NEMA VEHICLE MOVEMENT INTERSECTION 7 VOLUHES 0 N gt SAT FLO 0 MIN PHS 18 m AAN VOLUMES 0 VOLUHES ty d r SAT FLO 8
3. ti edit intersection movements The intersection movement screen appears Figure 41 and the cursor is flashing on the northbound left turn volume The minimum phase lengths have already been input Press the F3 key This brings up the assistant function for left turns There are three assistant functions in PASSER IlI the volume assistant the saturation flow assistant and the minimum green assistant The assistant is asking if the left turn should be protected Type in a Y for yes Enter the southbound left turn volume from Figure 38 120 vehicles The assistant then prompts the user for a peak hour factor and has a default value of 1 00 shown Press ENTER to accept this value The program confirms the left turn volume as 120 vehicles Press ENTER twice to remove the assistant function Use the down scroll key to move the cursor to the southbound left turn saturation flow rate 1 805 vphg shown From Figure 38 the left turn bay has one lane 12 wide Press F3 to bring up the saturation flow rate assistant The program asks for the ideal saturation flow 1 900 vphg Accept this value by pressing the ENTER key The assistant will prompt the user for a list of values accept the default values for all questions including the number of lanes enter 1 and the average lane width enter 12 The program calculates a saturation flow of 1 805 vphg The minimum phase length has been set to 10 seconds 74 STREET NAME
4. 9 9 miles Y 60 mph 9 9 minutes Current Route through downtown Alice 12 0 minutes typical average trip SAVINGS 2 1 minutes trip TOTAL ESTIMATED DAILY SAVINGS 5 150 veh day x 2 1 min x 1 hr 60 min 180 25 veh hrs day ROAD USER COSTS 180 25 veh hrs day x 14 64 veh hr 2 640 day Step 5 Documentation Results It is aitical to document all data sources used in any road user cost study For this particular project documentation should include the resources for traffic projections and the results of the travel time studies completed along the existing roadway In addition the current value of time Table 2 should be 39 documented in the project file as well as the CPI value used to update the value to the more current value EXAMPLE 2 DETOUR ROUTING ANALYSIS USING TRAVEL TIME DIFFERENTIAL calculations by hand This example presents the calculation of additional delay due to a detour This detour is part of the project presented in Example 5 where a four lane urban arterial reconstructed to a six lane urban freeway with frontage roads Step 1 Review Traffic Control Plans TCP Figure 8 presents the detour plan from the TCP This particular project required 15 detours at various points during the construction This detour results from a bridge beam erection over westbound Holmes Road Step 2 Define Analysis Approach A travel time study was necessary to determine the additional delay
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6. 1 800 vphg is now shown From Figure 9 we see that there are two 12 foot wide lanes on this approach Press the F3 key to activate the assistant and follow the prompts entering two lanes and 12 feet for the average lane width All other values remain the same the saturation flow for the eastbound through and right should be 3 494 vphg The minimum phase length must now be calculated While seven seconds was used for the protected left turn movement a typical length the minimum phase length for the through and right turn phase should be based on pedestrian walk time if appropriate For our example a minimum phase time 49 will be calculated for pedestrians Place the cursor on the minimum phase length for the through and right turn movement Press the F3 key to bring up the assistant The assistant asks for the pedestrian walk time and walking pace The default of four feet second is acceptable for both The assistant will then ask for the pedestrian walk distance which in our example is 60 feet five lanes x 12 lane The assistant asks for half of the lane distance which is six feet The assistant has calculated a minimum phase length of 17 seconds for this movement Follow the same steps to enter and calculate the volumes and saturation flow rates for the other three approaches Figure 15 shows what the vehicle movement screen should look like once all volumes and saturation flow rates have been input If all values on
7. AA TEXAS TRANSPORTATION INSTITUTE A Short Course on Techniques for Determining Construction Related Road User Costs prepared by TEXAS TRANSPORTATION INSTITUTE THE TEXAS A amp M UNIVERSITY SYSTEM 701 NORTH POST OAK SUITE 430 HOUSTON TEXAS 77024 3827 for TEXAS DEPARTMENT OF TRANSPORTATION March 1999 TABLE OF CONTENTS Page INTRODUCTION 723 ettet eee genae te ce ade cene eee ete tet er aee e e qe tee tae eee Ti Ee en act 1 COURSE OVERVIEN Nui 2 COURSE AGENDA a Dee eti ene RR ERR tara te rase ed re rodeo dede de a 3 STEPS TO COMPEETE A USER COST STUDY nil ale dann alano aa 4 STEP DATA REQUIREMENES csi eio abis d vedette edit lle 4 STEP 2 SELECTION OF ANALYSIS TECHNIQUE eee 7 STEP 3 CONVERT TO USBR COSTS ied eil aaa ai 12 GENERAL COMMENTS ON is 17 SELECTED COMPUTER MODEES null isla As 17 PASSERTIE90 i idas 17 PASSERI ida hole m es a inam LU ceci m E m Ios E ia nm E once ere 29 Ide a 34 SUMMA Via 35 EXAMPLE PROBEBM S 52 3 ostia REEF EU eL BEP ERR ER ERR ERR dE de Dee ee eee Reden 36 EXAMPLE 1 ROADWAY ON NEW LOCATION US 281 ALICE RELIEF ROUTE eren 36 EXAMPLE 2 DETOUR ROUTING ANALYSIS USING TRAVEL TIME DIFFERENTIAL 40 EXAMPLE 3 INTERSECTION WIDENING calculations by hand and using PASSER II 41 EXAMPLE 4 WIDEN AND RECONSTRUCT URBAN ARTERIAL US 90A FROM KIRBY TO 1 610 HARRIS COU
8. Press F1 and toggle down to the comments section Edit the comments to read DURING WORK ZONE At the choose your option prompt press F10 to return to the modification menu Then select option 0 to return to the main menu Save the data set using option 2 overwriting the filename 288SBWZ Choose option 5 to run the program For the one line identification type SH 288 SB WORK ZONE Press ENTER At the operations screen select option 1 simulation only The program then prompts for the output options and because we have previously defined the typical output for road user cost studies choose option 2 to accept the previous option setup The program executes the simulation The output may be found in the file freglOpe out This file can be viewed in any DOS editor or word processing program Figure 59 shows a copy of the output The most important output for this study is the total mainline delay in vehicle hours for this simulation 1 268 23 vehicle hours 102 7 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM PAGE 1 UNIVERSITY OF CALIFORNIA BERKELEY FFFFFFFFFF RRRRRRRRR EEEEEEEEEE 0000000 LIT 000000 FFFFFFFFFF RRRRRRRRRR EEEEEEEEEE Q A D MAY Q 111111 000 000 FFF RRR RRR EEE 20000 00000 LLT 000 000 FFF RRR RRR EEE 2000 0000 1111 000 0000 FFFFFFF RRRRRRRRRR EEEEEEE 0000 0000 1111 000 0 000 FFFFFFF RRRRRRRRR EEEEEEE 0000 0000 1111 000 0 000 FFF RRR RRR EEE 2000 009 0000 1111 0000 000 F
9. vehicle hrs hr to determine the additional delay of 26 5 vehicle hour hour for the AM period INTERCHANGE 1 Willowbend RUN 00 PAGE 4A GENERAL SIGNALIZATION INFORMATION MIE RIGHT SIDE INTERSECTION A B C A C HEASURES OF LEFT SIDE INTERSECTION EFFECTIVENESS R B C A C E 9 9 39 E PHASE TIME SEC 10 0 10 0 20 0 30 0 oo em mee 15 4 20 2 4 4 19 8 we ERK X X k X X RRR X X ko k V C RRTIO 12 11 14 09 16 16 23 01 LEVEL OF SERVICE A A A A A A R A DELAY SEC VEH 14 73 14 70 11 2 19 10 73 7 60 14 87 1 73 LEVEL OF SERVICE B B R A B B B A STORAGE RATIO 02 02 00 B0 LEVEL OF SERVICE A A R A PHASE ORDER LEAD LAG TOTAL INTERCHANGE DELAY 1 50 VEH HRS HR INTERNAL OFFSET 11 SEC CYCLE LENGTH 40 SEC Pg 1 Hl Esc exit lt PgUp gt lt PgDn gt lt F2 gt Print Page lt F3 gt Print Section Hnn Pgs m Drm ove e m A pa pe Figure 55 PASSER III General Signalization Information Output Screen 83 The AM delay would then be combined with the Mid Day and PM delay each multiplied by the duration estimated for each period to determine a daily road user cost Step 6 Document Results In a short technical memorandum document the following construction sequencing modeling techniques traffic demands with counts included at the end of the memorandum if necessary delay results report vehicle hours of delay for each time period and construction phase the current value of time and the s
10. with overlap and without overlap are mutually exclusive Figure 44 PASSER II Phasing Pattern Data Entry Screen completed TI 6 Run PASSER II After designating a subdirectory and filename choose option 6 on the main menu to run the program After running PASSER II will display the output menu Figure 45 While each of the output choices have important information option 5 measures of effectiveness will summarize the total system delay in vehicle hours Figure 46 shows the arterial system performance output The total system delay number 28 0 vehicle hours hour will be used along with the total system delay for the post construction simulation to calculate the additional user delay due to Phase 1 of construction Texas Rena een ef Hamas and du Transportation Version 1 0 Output Menu View Input Echo View Error Message View Best Solution View Arterial Summary View Measures of Effectiveness View Pin Setting View Time Space Diagram oO Y A cn P C N LR Print Hardcopy 9 Leart Simulation nior choice or lt FSC gt to return ta Main Menu 1 Figure 45 PASSER II Output Menu ART MOE TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PRSSER II 90 MULTIPHASE ARTERIAL PROGRESSION 145101 VER 1 0 DEC 90 sese TOTAL ARTERIAL SYSTEM PERFORMANCE o Houston US90a DISTRICT 12 04 26 98 RUN NO 9 CYCLE EENGTIEL 120 SECS BAND fi 82 SECS BAND B 77 SECS AVERAGE PROGRI SSTON SPEED
11. 10 j M Qo UO LT JE DE JE HE IE E E JE JE JE HE KE OOOO OOOO OOOO OOOO OOOO 01 02 03 04 05 06 BLANK DENOTES MOVING TRAFFIC ASTERISK DENOTES QUEUED VEHICLES DUE TO MAINLINE CONGESTION M DENOTES QUEUED VEHICLES DUE TO MERGING B DENOTES QUEUED VEHICLES DUE TO MAINLINE CONGESTION AND MERGING WHEN BOTH QUEUES EXIST LENGTH OF DISPLAY REPRESENTS MAINLINE CONGESTION 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM UNIVERSITY OF CALIFORNIA BERKELEY CONTOUR DIAGRAM OF VOLUME CAPACITY RATIO BEFORE ENTRY CONTROL TIME SLICE 24 23 22 ar 20 19 18 17 16 LS 14 13 12 11 10 j M Qo UO o 1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111 1111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111 52222222222222222222222222222222222222222222222222222222 NA TLTLTTTTTLTTTTTTITTTITITITI222222222222222 2222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222222 3333333333333333333333333333333333333333333333333333333322222222222222222222222222222333333333333333 5555555555555555555555555555555555555544444444444444444444444444444444444444444444444444444444444444 888888888888888888888888888888888888887777111111111111111666666666666666666666666666667777711111111111 555555555555555555555555555555555555554444444444444444444444444444444444444 55555555555555
12. 1430 1430 935 935 16 total int flow rate 2365 2365 2365 2365 17 prop sub app fiow 0 21 0 19 0 29 0 31 18 prop oppos app flow 0 19 0 21 0 31 0 29 19 prop confl app flow 0 60 0 60 0 40 0 40 20 LT opposing app 85 95 25 90 21 RT opposing app 95 90 100 45 22 LT confl app 115 115 180 180 23 RT cofi app 145 145 185 185 24 prop LT opp app 0 19 0 20 0 03 0 13 25 prop RT opp app 0 21 0 19 0 14 0 06 26 prop LT confl app 0 08 0 08 0 19 0 19 27 prop RT confl app 0 10 0 10 0 20 0 20 AWSC Capacity Analysis Worksheet EB WB NB SB 1 prop sub app flow 0 21 0 19 0 29 0 31 2 prop oppos app flow 0 19 0 21 0 31 0 29 3 lanes on subject approach 4 lanes on opp approach 5 1000x 1 205 190 294 311 6 700x 2 133 144 218 206 7 200x 3 200 200 200 200 8 100x 4 100 100 100 100 9 5 6 7 8 438 434 611 616 10 prop LT opp app 0 19 0 20 0 03 0 13 11 prop RT opp app 0 21 0 19 0 14 0 06 12 prop LT confl app 0 08 0 08 0 19 0 19 13 prop RT confl app 0 10 0 10 0 20 0 20 14 300x 10 57 59 10 39 15 200x 11 42 37 27 13 16 300x 12 24 24 58 58 17 300x 13 30 30 59 59 18 14 15 16 17 8 15 19 24 19 approach capacity 430 418 630 592 veh hr calculation EB WB NB se 1 approach flow rate 485 450 695 735 2 approach capacity 430 418 630 592 3 vol capacity ratio 1 13 1 08 1 10 1 24 4 avg total delay exp 3 8 v c 72 59 59 52 66 15 111 76 sec veh total delay volume 35208 5 26783 8 45972 2 82143 1 seconds veh hrs Figure 10 Completed HCM
13. 15 minute counts can be checked against the tube approach counts to determine an appropriate hourly turning movement count for each analysis period In these cases engineering judgment is used to assign turning movement volumes used in the analysis Once turning movements have been developed from the tube and manual counts the PASSER II optimizations could be completed The PM peak hour volumes used for this study are illustrated by Figure 23 56 ee NOM WINO 7 jars awana oL vos sn 20 san m o Rn ONNOGISIA 019 H 92 86 47 9 OM LOSA UVIS INIAJAOYANI AVMHOIH ALVIS quasodONd 40 SNVId NOLLVLNOdSNVHI JO LNINLAVAJA SVXHL JO ALVIS Figure 22 Tube Count Locations SOUTH MAIN PM VOLUMES KIRBY OST USSOA 10 zu MURWORTH WESTRIDGE 4 AN BN BUFFALO SPEEDWAY q 10 e IH610 NFR IH610 SFR FI Intersection D O Figure 23 PM Volumes for Example 4 Step 5 Computer Simulation Optimization Analysis Input data into PASSER II for each construction phase five in all for each time period three time periods AM Mid Day and PM for a total of 15 PASSER II optimizations Input data into PASSER II for the final geometric condition is also necessary to estimate the delay after the construction is complete Summarize system delay for each simulation and determine the delay difference between each construction phase and the final geometry condition And finally calculate t
14. 156 F3 F2 SAT FLO 1700 5250 ASSISTANT BAY NO BAY MIN PHS 10 16 3 5 o lt ESC gt EXIT LEFT TURN PROTECTED ONLY Y LT BAY PROTECTED PHASE OPERATION NEED VOLUMES SAT FLO MIN PHS LEFT TURN TRAFFIC VPHM x PEAK HOUR FACTOR z LEFT TURN TRAFFIC VPW PLEASE PRESS ANY KEY TO CONTINUE SATURATION FLOW RATE CALCULATION IDEAL AT FLOW VPHGPL s 1800 NUMBER OF LANES 1 TO 2 x 1 LANE UTILIZATION FACTOR 1 00 AVG LANE WIDTH 12 x GRADE 0 0 X HEAVY VEHICLES 0 0 LEFT TURN FACTOR 0 95 15 THE AREA TYPE C8D eum N AREA TYPE FACTOR SATURATION FLOW VPHG 17107 PLEASE PRESS ANY KEY TO CONTINUE MINIMUM PHASE TIME CALCULATION MINIMUM PHASE TIME SEC s 10 PLEASE PRESS ANY KEY TO CONTINUE Figure 3 Assistant Function for Left Turn Movement 27 STREET NAME Mockingbird NEMA VEHICLE MOVEMENT INTERSECTION 1 4 7 5 VOLUMES 568 43 N SAT FLO 5250 1700 MIN PHS 16 10 AAA IAN VOLUMES 1114 VOLUMES 88 tv 3 r SAT FLO 3500 SAT FLO 1710 N MIN PHS 21 6 5 5 MIN PHS 10 lt ARTERIAL NAME Skillman Avenue VOLUMES 51 1 5 2 VOLUMES 431 431 y t SAT FLO 1700 SAT FLO 3266 MIN PHS 10 MIN PHS 21 R VOLUMES 240 SAT FLO 1700 MIN PHS 10 LEFT TURN LT BAY PROTECTED PHASE 3 5 THROUGH TRAFFIC VPH RIGHT TURN TRAFFIC VPH TOTAL TRAFFIC VPH PEAK HOUR FACTOR TRAFFIC VOLUME VPH 431 PLEASE PRESS ANY KEY TO CONTINUE IDEAL SAT FLOW VPHGPL NUMBER OF LANES 1 TO 3 LANE UTI
15. 3 1 minutes to travel during free flow conditions while the detour route travel time is estimated at 14 3 minutes The difference in travel time between the two routes is 11 2 minutes for each trip This is the additional delay to each vehicle that passes through this detour From automatic tube counts it was estimated that approximately 280 vehicles would be detoured from 10 00 p m to 5 00 a m on the average weekday These 280 vehicles will incur 52 3 vehicle hours each evening that this detour is in effect The estimated user cost would then be calculated using the current value of time at the time of this study 14 92 vehicle hour delay The additional user cost due to this detour is estimated at 780 52 3 vehicle hours x 14 92 Step 5 Documentation Results It is critical to document all data sources used in any road user cost study For this particular project the documentation should include the resources for traffic volume projections and the results of travel time studies completed along the existing roadway and detour route In addition the current value of time Table 2 should be documented in the project file as well as the CPI value used to update the value to a more current value EXAMPLE 3 INTERSECTION WIDENING calculations by hand and using PASSER II This example illustrates completing a road user cost for part of a roadway improvement project This project improves a two lane roadway with a stop controlled inte
16. Analysis of All Way Stop Control Section Step 4b Use of PASSER II 90 to estimate delay at isolated signalized intersection For this example a total of three signal optimization analyses are required AM Mid Day and PM peak periods An example of the PASSER II analysis of the AM peak period conditions is outlined below This will complete the post construction or after portion of this study 45 1 Start PASSER II Enter the PASSER II 90 program following the instructions given by your instructor 2 Go to the main menu From the information screen press any key to go to the main menu Figure 11 The main menu includes several options input new data read old data edit data store data print data run PASSER II read output and quit the program Texas Department of Highways and Public Transportation Version 1 0 qucm Main Menu 1 Input new data 2 Read old data from disk Data not loaded Select ltems 1 or 2 Edit data Store data on disk Print current input data Run PASSER II 9 Go to Output Menu Quit Mb HI Aa C Which item do you choose 1M Figure 11 PASSER IT Main Menu Screen 3 Choose option 1 Input New Data To set up the model for this problem select option 1 Input New Data The Input Menu Figure 12 will appear and there will be three choices 1 Input New Traffic Data choose to input arterial data movement data and phasing data 2 Input Embedded Data choose to edit pro
17. BAND A 6 MPH BAND DB Q MPI EFI TCIENCV AND RITRENRBIEIIV NOE AVATI ABI E AVERAGE INFERSECTIUN DELAY TOTAL SYSTEM DELRV TOTAL NUMBER VEHICLES 36 7 SECS VEH 28 0 VEH HR HR 2142 TOTAL SYSTEM FUEL CONSUMPTION TOTAL SYSTEM STOPS HAXIMIN CYCLE 31 51 GAL IIR 2705 STOPS gt 120 SECS Press any key to return to menu Figure 46 PASSER II Arterial System Performance Output 78 The next step is to evaluate the post construction conditions at the US 90A at Willowbend intersection using the PASSER III model 1 Start PASSER III Enter the PASSER III program following the instructions given by your instructor Go to the main menu Figure 47 and choose option FILE data set choices The program will ask you for a subdirectory and filename After choosing a subdirectory as instructed choose the file ex5post dat Press lt ESC gt the file will load and return to the main menu screen PASSER III 90 Version 1 00 Texas Department of Highways amp Public Transportation MRIN MENU File Data Set Choices Edit Define or Modify Data Run PRSSER III 98 Input View or Print Output View or Print Quit Return to System ENTER YOUR CHOICE gt Input PASSER3 DATA EKGPOST DAT Output PASSERI DATA EK6POST OUT Output File to be Created Escape key to exit to the System DOS i Figure 47 PASSER III Main Menu Screen 2 Edit arterial data From the main menu choose option EDIT define or modify data Onc
18. ENTER and you are asked to input a description of subsection 1 Note There is a limit of 23 characters Type in an appropriate name for this section such as 0 East EB Thompson X and press ENTER From the traffic control plans the distances between each ramp is required for this section For this case the length from the exit ramp to the previous ramp is 3 000 feet type in 3 000 The capacity of this section is calculated from an adjustment factor from Table 3 2 in the HCM Table 1 Enter 3 420 for the capacity and press ENTER The final item is to select the appropriate speed flow curve which FREQ will use in its analysis A guideline used in the past is to choose the curve based upon the freeway design speed In this example use the 70 mph curve Step 3c The first subsection is complete The next step is to complete the freeway one section at a time or ramp to ramp From the traffic control plans the next ramp is Thompsons Entry To add the next subsection press F5 Repeat Step 3a Step 3b and Step 3c until the project area is complete Once the input of each subsection is complete press F10 4 Inputting Time Slice Demands The entering of design values for the freeway is now complete If you have corrections to make such as adding deleting or modifying the subsections then you would press 2 in the 88 modification menu The default occupancy data can be used for this example as well as for all user cost stud
19. JE HE HEE ESE JE JE HE HEKE EE SE JE HE HEE EE JE DE JE HEKE EE JE JE HE KEKE EE JE JE HE KE KE EE JE JE HE HEKE ESE JE DE HE KEKE EE JE JE HE KEKE ESE BE E HE EKE E SE SE DE HEKE KEE SE E JE HEE EE SE SE JE HEKE KEE SE SE E HEE EE SE E AE HEE EE SEE AEAEE TIME FREEWAY RAMP TOTAL FREEWAY TOTAL TRAVEL AVERAGE GASOLINE HYDROCARB CARBON NITROUS BEGIN SLICE TRAVEL TIME DELAY TRAVEL TIME DISTANCE SPEED CONSUMED EMISSIONS MONOXIDE OXIDES TIME E HE HE HE HE FE HEE PE HE HE FE HE HE E PE HE HE FE FE HE E PE FE HEKE FEE SE DE JE HE KE EE SE JE JE HEE EE SE DE JE HEKE EE SE DE JE HEKE EE FE DE SE HEKE EE JE JE JE HEKE EE SE JE HE HEKE EE SE DE JE HEE E E SE JE HE HEKE EE SE E JE HEKE EE SE E HE HEE EE SE E JE HEE EE SE E FE HEKE EE SE E SEAE Li VEH HR PAS HR VEH HR PAS HR VEH HR PAS HR VEH MI PAS MI MPH GALLONS KILOGRAMS KILOGRAMS KILOGRAMS qu 28 3 0 Bot 28 36 1507 1898 53 4 el 0 B Ls 0 00 m Le zu 0 o 16 20 836 DOSI 53 5 34 0 de Le L209 3 14 29 0 Gat 16 29 836 2053 7 53 9 34 0 Le Le 2 00 4 alli LAST 0 Q Ads 14 605 ABI 53 6 wi c 0 Le O 3200 5 18 vr d 0 Tat 18 rd 952 LASS 53 4 38 0 da d 4200 6 42 Da 0 Gat 42 524 2185 2754 528 88 Ts du E de 3 200
20. Volume Volume e 0 1 173 171 178 224 418 271 187 239 1 2 113 71 81 129 261 170 99 138 2 3 80 58 63 TT 155 135 70 95 3 4 41 39 41 38 103 62 40 54 4 5 55 57 66 79 72 54 64 64 5 6 160 186 197 166 108 69 177 148 6 7 375 507 468 449 184 116 450 350 7 8 660 827 828 771 373 242 772 617 8 9 701 708 716 438 225 708 558 9 10 571 612 730 511 404 638 566 10 11 621 650 690 674 427 654 612 11 12 717 TEL 817 638 541 770 698 12 13 814 912 886 739 560 871 782 13 14 770 841 937 735 727 849 802 14 15 785 910 1039 1024 823 687 940 878 15 16 1287 1288 1459 1417 938 715 1363 1184 16 17 1878 1874 2043 1869 808 667 1916 1523 17 18 2435 2561 2474 2010 877 667 2370 1837 18 19 1551 1588 1558 1342 647 686 1510 1229 19 20 847 855 897 892 682 590 873 794 20 21 541 571 614 692 469 470 605 560 21 22 427 464 477 553 422 362 480 451 22 23 329 395 401 764 351 296 472 423 23 24 297 326 390 503 351 335 379 367 AM Peak 1035 2035 2004 1936 995 583 1930 1524 6 9 Volume AM Peak 660 827 828 817 674 541 772 698 Highest Hour PM Peak 5600 5723 5976 5296 2623 2049 5649 4545 3 6 Volume PM Peak 2435 2561 2474 2010 938 727 2370 1837 Highest Hour Daily Total 1657 10377 16942 17774 17775 11777 9478 17254 14966 Indicates sum is not full 24 hour total Indicates data is unavailable Figure 37 Hourly Volume Tube Counts US 90A Westbound Hiram Clarke 71 The intersection of Willowbe
21. cost studies If the time required to complete each phase step is known a prorated average road user cost can be determined and applied evenly throughout the job STEP 2 SELECTION OF ANALYSIS TECHNIQUE The second step in completing a road user cost study is to select the most appropriate technique to estimate the roadway delays In many cases this step is completed in conjunction with the collection of the traffic data Step 1B The availability of a traffic control plan and or traffic volume data can influence which technique is used for the study Step 2A Layout Overall Approach for Analysis Before determining the actual delays associated with the construction an overall approach or plan of attack should be outlined There are two levels of effort at which the user cost studies can be completed The first is very detailed and requires that roadway delays are estimated for each phase step of a construction project This is especially useful for complicated projects rehabilitation projects in which there is no change in roadway capacity after the construction is complete projects in areas of high traffic demands or a project in which the existing capacity of the roadway is significantly reduced during the construction This approach can be applied to situations in which there is a critical phase of a project The advantage of this approach is that a more detailed traffic operations analysis is completed resulting in a more realistic
22. em vr ws owe 898 Ier cop sc oos ooe sos owe oss c rer mo ze se eso nor vs oor eu s se sr sr ee sr oo wc 1 e v vo se ez vero c uonegursa T nug HXT uid UONNQUISIT TW Jo8e1covJA aueue 4082452 4082499 awouwymos asowyjnos aucquippy 280 dnoH pz ODIN as Ppajowysq pejouysq pemwumg paws peius pains Plog ut vjep umouy 1830 NOH pc Wd 00 11 Wd 00 01 Wd 00 6 Wd 00 8 Wd 00 L INd 00 9 Wd 00 5 Wd 00 7 Wed 00 Wd 00 7 Wd 00 1 Wd 00 71 WV 00 11 WY 00 01 WV 00 6 WV 008 WV 00 4 WY 00 9 WV 00 5 WV 00 7 WY 00 WV 00 7 WV 00 1 WV 00 71 uag eun Figure 57 Estimation of Hourly Entry and Exit Ramp Volumes SH 288 Southmore to MacGregor 93 1 Start FREQIOPE Enter the FREQIOPE program following the instructions given to you by your instructor Go to the system menu and choose Option 2 FREQIOPE Priority Entry Analysis The main menu should now be present Select Option 1 start a new problem Pressing the F1 key edit the General Description screen to reflect this analysis Press ENTER to move to the next descriptor ROUTE SH 288 DIRECTION SOUTHBOUND BEGINNING TIME OF DATA 0 00 ENDING TIME OF DATA 24 00 DATE OF DATA 7 1 1998 DATE OF INVESTIGATION 7 15 1998 INVESTIGATOR COMMENTS BASE CONDITION Once the program is back to the control cursor press F10 to enter the edit subsect
23. ideally be completed concurrently while completing the user cost study is to provide sufficient documentation in the project file concerning the study This is critical to provide consistency among user cost studies as well as to satisfy any legal issues about the validity of the study If a dispute arises between TxDOT and a contractor the most likely point 15 of contention may be on time extensions related to the construction but proper documentation is needed in case the contractor challenges the actual user cost delays used to determine the liquidated damages The information which should be retained in the project file for documentation typically contains the following Traffic Data Sources Modeling Approach Delay Calculations CPI and Value of Time Update and Project Specific Items omen ce 16 GENERAL COMMENTS ON SELECTED COMPUTER MODELS This portion of the manual provides for a brief introduction to the computer models used in the following examples It is not intended to instruct in detail on all the uses of each model but to provide a brief overview of each model In completing user cost studies the models are used to aid in estimating motorist delay only and not to for example determine and implement traffic signal timings in the field Using consistent assumptions throughout all user cost studies in each model will simplify the modeling process The following traffic simulation models are highlighted in this
24. is the analysis tool chosen for this study The diamond interchange could have been studied individually using PASSER III but treating each side as one intersection is adequate for these type studies It also simplified the evaluation process by using a single computer model Using PASSER II determine the optimal signal timings for each construction phase and the final configuration Step 3 Data Collection Ideally extensive traffic volume studies should be completed at each signalized intersection in the study corridor Due to limited resources of time and equipment available automated tube counts are placed at only strategic locations throughout the study area Figure 22 Fifteen minute manual turning movement counts are completed at each signalized intersection for the AM Mid Day and PM peak periods Thirty minute manual turning movement counts are completed at the diamond interchange during the same time periods Other data including speeds and signal phasing may be observed in the field while intersection spacing may be obtained from the TCP Step 4 Data Reduction As with many projects the time available for these studies is sometimes limited by review and letting schedules Because of these time constraints analysts often must limit data collection times to maximize the number of counts given a limited data collection staff In this case 15 minute turning movement counts were collected While two hour counts may be better the
25. necessary The main menu now appears and we are ready to run the FREQIOPE program Choose option 5 make a FREQIOPE run The program warns the user to make sure they have saved the data set and asks if the user wants to continue press Y to continue The program then asks for a one line identification for this run type SH 288 SB BASE CONDITION and press ENTER to accept The program then shows the run options menu Choose option 1 simulation only The program then asks for output options and asks the user if they want to use the previous options used At this point the user can define a new set of outputs modify the existing data to be output or use the existing data output Choose option 1 to modify the data to be output FREQ has numerous output pages that can be selected for inclusion in the output file However only a selected few of the output sections are necessary for the user to gain a clear picture of the simulation results For this reason the output is limited to only five pages out of the almost 100 available The first output edit screen shows the contour maps that the program can output The most useful maps for road user cost studies are the speed queueing and volume capacity maps Note that these maps are already selected so press F10 to go to the next screen The program then asks if the user wants 97 to print out input data in this case we do not so press F10 to go to the next Screen The next o
26. necessary to avoid excessive side PASSER II 90 calculates a maximin cycle length or the maximum of the minimum delay street queues link oversaturation and wasted green time cycle lengths for each intersection It is recommended that the cycle length be restricted to within 10 seconds of the maximin cycle length This will insure that the optimal arterial progression settings are used knowing that arterial system delay will be near the minimum value Phase Designation 18 PASSER II 90 uses the basic NEMA eight phase system as defined in the Traffic Control Systems Handbook Phases 1 2 5 and 6 serve the traffic movements along the arterial where progression is desired Phases 3 4 7 and 8 serve the cross street phases Protected lefts are given odd phase numbers through and right turn phases are given even numbers In PASSER II 90 movements 2 and 5 move in the A direction and 1 and 6 travel in the B direction Figure 1 The input data should also include minimum phase lengths to satisfy pedestrian movements if required THE CROSS STREET g B DIRECTION to be THE ARTERIAL 1 SSN pera 3 8 b A DIRECTION Figure 1 PASSERII 90 Phase Numbering System Phase Sequence Phase sequence is the order signal phases are displayed during a cycle Two to six phases make up a typical cycle depending on how the left turns are treated PASSER II 90 will automatically select the best phase sequence
27. on the traveling public after all construction has been completed Step 2B Traffic Model Selection Working in conjunction with the analysis approach and the collection of necessary traffic volume data the correct traffic simulation model must be selected and appropriately applied to the given construction project Although there are several methodologies and computer models which may be used for most situations it is important to complete these studies in a consistent manner throughout the Department In addition road user cost studies may be completed using hand calculations in some instances However most road user cost studies will require the use of a computer simulation program At the present time three traffic modeling programs are acceptable for use in roadway construction projects These are the FREQIOPC freeway simulation program and the PASSER II and PASSER III or PASSER 2000 traffic signal optimization programs Depending upon the specifics of the particular construction project none of these models may provide for the best choice and the use of other techniques may be necessary However these instances are rare and may require special consideration Until the validity of other computer programs for use in road user cost studies can be addressed only the FREQ and PASSER series of programs are recommended for use by TxDOT staff for these studies In some instances the road user cost studies can be completed using hand calcul
28. out by the program because of the isolated intersection analysis Nothing needs to be changed on this screen Press lt ESC gt to go back to the edit menu Texas Peper UNE E gina ana Public Transportation Version 1 0 Edit Menu Edit arterial data Edit intersection movement data Edit intersection phasing data Simulate existing timing Edit arterial geometry data Add intersection Delete intersection CO sw SU VU Aa WU N nm Change cross street name Which item do vou choose Press lt ESC gt for main menu 15 Figure 39 PASSER II Edit Menu 73 e a PASSER II 90 Arterial Data Run Number NB City Name Houston HII Pages Variables t Solution Format PASSER II 0 or 1 0 1 RRP P2 Debug Number of Intersections 1 Hrterial Name xe District Number 12 Date 26 98 Lower Cycle Length 120 a i n 1 Hi Tr i P R Direc tion 2 Upper Cyele Length iN North J Las Hone Cycle incre men 0 a Il 2 South A West 4 Wes nisi E 4 Dutput Lex E t Isolated Operation Operation D Output All ees iil Il Il 1 Error Exil Lover amp Error Pages 2 h s Input Data Echo LM 3 Input Echo and Best Soln Il ill 4 State Cover Pin Set 1 5 Wa ii i Figure 40 PASSER II Arterial Data Screen ul 3 Edit arterial movement data At the edit menu choose option 2 ill il IH
29. phasing sequence internal and external offsets A amp B direction travel times general signalization information phase times v c ratios delay internal storage ratios phase order internal offset total interchange delay and level of service and time space diagrams 32 Siti ee le AI u xa Md E j QM l dee dee ir Arr Figure 6 Interchange Movements Required by PASSER III Application for Road User Cost Studies PASSER III is probably the easiest tool to simulate and optimize isolated signalized diamond interchanges and frontage road interchange systems that is freely distributed throughout TxDOT This will likely be the traffic model used for construction projects at diamond interchanges in both the rural and urban environments The available assistant functions provide easy to use interfaces to calculate traffic volumes minimum phase times and saturation flow rates MOE s are easily identifiable in the program output and are given on an interchange basis Although the software is intended for use as an aid in evaluating and optimizing traffic signal operations the user should not get bogged down in the signal timing output and should concentrate on determining delay associated with the minimum delay cycle length The total system delay determined by the software is used in the road user cost study Additional details can be found in the PASSER III User s Manual 5 FREQ Application Freeway Modeling with
30. session Traffic Simulation Models PASSER II 90 Traffic signal optimization programs which may be used PASSER III for construction projects on arterials FREQ Freeway models which may be used for urban and rural rehabilitation and construction projects PASSER II 90 Application Isolated Signalized Intersections and Arterial Signal Systems PASSER Progression Analysis and Signal System Evaluation Routine II can analyze both individual signalized intersections and progression operations along arterial streets The program can simulate existing timings or optimize signal timings based on a wide range of user defined options A unique feature of PASSER II is that it can optimize signal phasing The latest edition PASSER II 90 was preceded by three other versions PASSER II 80 PASSER 11 84 and PASSER II 87 A Windows based version PASSER II 99 is currently under development and testing PASSER II 90 was designed for analyzing intersections with or without separate left turn lanes and protected left turn phases PASSER II 90 is popular because of the ability to select intersection phasing to maximize arterial progression The program varies the signal phasing sequences and offsets at each intersection concurrently with needed speed or cycle length changes to find the optimal timing plan that maximizes the progression bands while minimizing total arterial system delay Table 4 summarizes the input data requirements for PASSER I
31. straight through 26 straight then left 176 FRONTRGE RORD right turn 69 straight through 20 left then straight 120 left then left U 0 INTERIOR left turn 3 249 straight through 10 4395 Tu Fas islanda lt Escdexit lt PgUp gt lt PaDn gt next interchange A Figure 53 PASSER III Intersection Movement Screen Completed for Example 5 5 Run PASSER III Choose the RUN option on the main menu After running PASSER III will display the output menu Figure 54 While each of the output choices have important information option GENERAL will summarize the total intersection delay in vehicle hours along with other measures of effectiveness for the intersection for each cycle length analyzed 82 PRSSER III 90 Version 1 08 Texas Department of Highways amp Public Transportation QUTPUT MENU Problem dentification Data Movement Interchange Data Interchange Phasing Data Link Geometry Data Delay Offset Diagrams Optimal Progression Solution Frontage Rd Progression Information General Signalization Information Signal Phasing Information Tine Space Diagram Entire Output File To MAIN MENU ENTER YOUR CHOICE gt B Print File PASSER3 DATA EX6POST OUT Return Escape key to exit screen MIEN Figure 54 PASSER III Output Menu Figure 55 The lowest total intersection delay number 1 50 vehicle hrs hr for 40 sec cycle length will be subtracted from the Phase 1 intersection delay 28
32. turn movement and press F2 until the BAY in the lower right hand corner is highlighted Type 0 zero for the volume Move to the data entry field for the minimum phase time and type 0 zero Return to the left turn volume field and enter the previous volume or another desired volume Press the F3 key This will activate the ASSISTANT window Enter the traffic volume Press ENTER to retain the specified volume or enter another volume and press ENTER Press ENTER to retain the specified peak hour factor or enter another peak hour factor and press ENTER 22 12 13 14 10 1 Press ENTER if the displayed volume is the correct volume or enter the desired volume Press ENTER and the cursor will appear in the volume field along with the specified volume A value 4 should be present in the brackets next to the left turn volume Other left turn movements may be changed by following steps four through thirteen Changing Left Turn Treatment to Protected With Bays Press the lt ESC gt key to return to the Main Menu Type 3 to edit the data in the Main Menu Type 2 to edit the intersection movement data in the Edit Menu The movement input screen should appear with the cursor at the data entry field for the NEMA 5 movement Move to the volume field for the desired left turn movement and press F2 until the BAY in the lower right hand corner is highlighted W
33. 00 vphpl Press ENTER to move to the SPEED field and enter 60 FREQIOPE will now use the speed flow relationship based on free flow speeds of 60 94 miles hour Sixty miles per hour is the speed limit of this roadway and is estimated to be fairly close to actual average free flow speeds Press ENTER to accept the 60 value for SPEED The cursor is back to the Choose Your Option position At the bottom of the screen are several options among them are ED SCRN F1 edit the current screen CHNG DESIGN F2 which takes you back to the edit subsection screen SCRN UP F3 which takes you to the previous subsection SCRN DWN F4 which takes you to the next subsection ADD INSRT NXT SS F5 adds a subsection to the end of the current subsection shown DELETE THIS SS F6 deletes the current subsection shown or SPLT THIS SS F7 which will divide the current subsection Assuming the correct information was entered for subsection 1 press F5 to bring the edit subsection screen back up Enter the number of lanes and types of on off ramps according to Figure 56 for this subsection leaving the defaults for merge analysis freeway gradient percent trucks and percent diesel trucks Note The percent trucks and percent diesel trucks are used by the program to calculate emissions Typically the effect of trucks is taken into account in the calculation of capacity Similar to the method outlined above for subsection 1 e
34. 000000000000000000000000000000000000000000000000000000000000000000000 0000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000000 01 02 03 04 05 06 PAGE PAGE o 0 o 0 0 THE DIGIT LEVELS DENOTE V C IN VALUES FROM 0 TO 10 CORRESPONDING TO 0 0 TO 1 0 THE ASTERISK DENOTES SATURATION Figure 59 FREQ10 Output Work Zone continued 105 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7 8 Step 3 Calculate additional delay and estimated road user cost The daily additional road user delay due to the work zone is 1 268 23 610 04 658 19 vehicle hours And the associated daily road user cost is 658 19 veh hrs x 14 97 veh hrs 1997 value of time 9 853 10 or 9 900 Step 6 Document Results In a short technical memorandum document the following construction sequencing modeling techniques traffic demands with counts included at the end of the memorandum if necessary delay results report vehicle hours of delay for each time period and construction phase the current value of time and the summary of estimated road user cost for each construction phase 106 SUMMARY 107 REFERENCES Highway Capacity Manual Transportation Research Board Special Report 209 Third Edition 1994 Chui Margaret K and W F McFarland The Values of Travel Time New Estimates Developed Using a Speed Choice Model TTI Re
35. 11 2 VOLUMES 599 d SNT FLO 0 SAT FLO 3557 i MIN PHS 8 MIN PHS 15 r a N Z Command Keys VOLUMES BET 200 F3 F2 SAT FLO HUN 3501 ASSISTANT BAY NO BAY HIN PHS 0 15 311 T gt lt ESC gt v EXIT Figure 42 PASSER II Data Input Screen Completed for Example 5 4 Edit signal phasing Once back to the edit menu the phase sequences which PASSER II will optimize at the intersection needs to be entered Choose the third option edit intersection phasing data Because of the type of left turn treatments at this intersection PASSER II will allow the selection only two possible phasings for the arterial and only one for the cross street Figure 43 shows the phasing pattern screen with no inputs The two possible phasing selections for the arterial are selected while the cross street phasing must be chosen using engineering judgment While any of the cross street phasings could be chosen the left turn 3 leading without overlap is chosen since there are many more eastbound left turns Figure 44 shows the phasing pattern screen after phasings have been toggled for analysis If the analyst is unsure of the optimal phasing the model may be rerun using each of the possible choices and choosing the phasing resulting in the lowest delay Press lt ESC gt twice to return to the main menu The file is complete and ready to run 5 Save input file Save the file first using option 4 on the main menu 76 F21 IF31 lt ESC gt F Ph
36. 110 0 1 070 10 00 p 1 240 300 40 110 90 0 960 11 00 p 980 210 30 100 70 0 770 Total 45 660 13 580 1 630 4 030 3 350 140 33 170 Step 4 Data Reduction The FREQ10PC model is not capable of simulating frontage road traffic due to ramp closures in Phase II and Phase III Therefore a different approach was used to evaluate delay assuming several factors Average speed of the frontage road is assumed at 35 miles hour Impact from cross street traffic is excluded and Traffic normally using a closed ramp is assumed to progress along the frontage road at 35 miles hour to the next available ramp After rerouting traffic the corresponding volumes are multiplied by the resulting additional travel time along the frontage road 86 Step 5 Computer Simulation Optimization Analysis Input data into FREQIOPC for existing conditions eastbound construction of Phase IL and westbound construction of Phase III in 24 hour time slices Freeway demand patterns are in terms of time slice specific user supplied generated Origin Destination O D data and the occupancy distribution at each on ramp System delay is summarized for each simulation Determine the delay difference between each construction phase and the final geometry condition The calculated frontage road results are combined with the FREQIOPC mainlane delay to determine the estimated delay for each phase The estimated road user cost is based on the current value of time This examp
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39. 4 24 88 13 16 47 13 AY 78 69 18 118 29 19 49 96 20 FAI 19 61 22 13 73 23 10 67 24 8 04 TOTAL DELAY 610 04 VEH HRS 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL AVERAGE MAINLINE DELAY MIN VEH TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY T 0 33 Fa 0 31 3 0 31 4 0 30 5 6 0 35 7 90 51 8 0 62 i 0 56 10 D 0 54 12 0 52 13 0 52 14 0 55 15 16 0 71 17 0 92 18 1 14 19 0 73 20 21 0 46 22 0 44 Ad 0 41 24 0539 OVERALL AVERAGE DELAY 0 727 MIN VEH 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM UNIVERSITY OF CALIFORNIA BERKELEY CONTOUR DIAGRAM OF SPEED BEFORE ENTRY CONTROL TIME SLICE 24 23 22 ZI 20 19 18 LT 16 Lar 14 TA 12 TT 10 E j M QU O0 o 45555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 SII J Isso e sooo ooo o sooo sooo ooo o sooo ooo oo oo sooo soo sooo Sooo ooo ooo sooo ooo ooo 4444444444444444444444444444444444444444444444444444444455555555555555555554444444444444444444444444 4444444444444444444444444444444444444444444444444444444444444444444444444444444444444444
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44. 5555555555555555555555555555555555555555555555 5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 5555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 25555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 01 02 03 04 05 06 THE DIGIT LEVELS DENOTE THE FIRST DIGIT OF THE OPERATING SPEED EX 4 MEANS 40 49 MPH PAGE 4 DELAY coo 95 20 33 24 39 09 74 PAGE 5 31 soL 251 54 PAGE 6 BEGIN m B Figure 58 FREQ10 Output Base Condition continued 100 0 o o o o oOooooooooooooooooooooooo 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM UNIVERSITY OF CALIFORNIA BERKELEY CONTOUR DIAGRAM OF QUEUE LENGTH BEFORE ENTRY CONTROL TIME SLICE 24 23 22 21 20 19 18 17 16 5 14 13 12 13 10 9 j M Qo UO o 01 02 03 04 05 06 BLANK DENOTES MOVING TRAFFIC ASTERISK DENOTES QUEUED VEHICLES DUE TO MAINLINE CONGESTION M DENOTES QUEUED VEHICLES DUE TO MERGING B DENOTES QUEUED VEHICLES DUE TO MAINLINE CONGESTION AND MERGING WHEN BOTH QUEUES EXIST LENGTH OF DISPLAY REPRESENTS MAINLINE CONGESTION 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM UNIVERSITY OF CALIFORNIA BERKELEY CONTOUR DIAGRAM OF VOLUME CAPACITY RATIO BEFORE ENTRY CONTROL TIME SLICE 24 23 2
45. 8 0 95 0 90 0 86 0 0 92 0 88 0 84 0 86 0 82 0 78 Interpolation may be used for lane width or distance from traveled way to obstruction Source Table 3 2 of Reference 1 10 A brief example to determine the roadway capacity due to the narrowing of freeway lanes is as follows two freeway lanes narrowed to 11 foot in width and no inside shoulder base capacity 2 000 vph lane and adjustment factor 0 88 from Table 1 Roadway Capacity 2 000 vph lane x 0 88 x 2 lanes 3 520 vph Step 2D Determine Delays The next step is to determine the delays resulting from the construction activities In Step 2A the user needed to develop an overall approach or plan of attack primarily to decide if a user cost was to be completed for each phase of the construction project or completed using a more simplistic before and after comparison In the case of the evaluator completing a very detailed phase by phase analysis it is necessary to estimate the delays for each phase step using the selected model In addition an estimate of the amount of time necessary to complete the construction activities on each phase is required to determine a prorated road user cost The actual delay relating to each phase step is determined by subtracting the delays after construction from those determined for each phase during construction This is illustrated by the examples below Post Construction Delay 100 v
46. 8601 29 34 ABT Le Las 4 19 00 d 100 126 0 Tat 100 126 5066 6383 50 6 199 Ls d da 20200 CTRA 91 115 0 Qat 91 115 4639 5845 51 0 183 1 HE 3 21 00 c Ee 375 It 0 Gat 375 95 3819 4888 51 58 454 1 des Je 22 00 amp ai 60 16 0 Qat 60 16 3139 195 4 52 0 A425 1 o Ze 23200 JE JE JE HE IE EE JE JE HE HEE EE JE JE JE HEE E ESE JE HE HEKE EE FE E HE HEKE EE FE JE JE HEE EE SE E FE HEE EE SE E HE HEKE EE JE DE JE HEKE EE JE E HE HEE EE SE E HE HEKE EE SE E AE HEE EE SE E HE HEE EE SE E HE HEE EE JE E HE HE E EE SE E E HEKE EE E E E HEKE EESE ESEA TOTAL 2960 3729 Oy 0 2960 3729 140971 1717823 47 6 5585 36 470 Bgo PITTITTTTITTTTITITTTITITI TTT TITTI CIT TIZI E EE JE JE HE HEE EE JE E IAA II AI III DE DE HEKE KE ESE ICI tttt1 Xtttt1 Xttttttttttt1ttts l Figure 58 FREQ10 Output Base Condition 99 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL TOTAL MAINLINE DELAY VEH HRS DESIRED SPEED 60 0 TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE 1 3 27 2 1 69 3 1 69 4 1 20 9 6 5 08 7 21 21 8 34 62 9 26 53 10 11 23 78 12 21 34 13 22 26 1
47. 9 da o 0 Ze d 22300 4 11 44 0 Qu 1l 14 605 763 53 6 2a 0 3 00 hd Ao 18 DE 0 uot 18 v ed 952 119 53 4 38 0 de Te 4300 id 6 42 SAU 0 d 42 524 2185 2754 52 6 88 La To o Le t S00 ER 125 ASPE 0 Du 125 157 6198 1810 49 8 242 Le qu n di 6200 174 PIE 0 Dot 174 419 9 8342 TOS11 48 0 329 de 28 Es 9600 T DEE 147 Lao 0 Dt 147 186 7126 ITA E 48 4 280 Le Ase 8 00 VI 123 LIIF 0 od 123 155 60281 7662 13 238 La 20 Ay F 9 00 deem 136 Aiea 0 d 136 172 6661 98393 48 8 261 de dle 4 10 00 da 126 1399 0 ot 126 159 6222 1839 49 2 ZH de 20 4 11 00 1354 130 164 0 DE 130 164 391 9053 49 0 251 Le E A 12 00 PALAS 141 ATHE 0 d 141 ATI 850 8631 48 6 259 da dla 13200 Va 172 216 0 d 172 216 8127 1 0240 47 4 321 Le Zhe 5 14300 18 218 ENS T 0 D 218 2475 3906 12492 45 9 395 de 35 Bs 15300 GR 656 8265 365 461 1021 1287 11721 14768 31 9 TH 14 145
48. CS This session of the short course will provide an introduction and overview of each of following steps Step 1 Data Requirements Traffic Control Plan Traffic Volume Data Contract Time Determination Step 2 Selection of Analysis Technique Layout Overall Approach for Analyses Traffic Model Selection Determine Capacities Determine Delays Step 3 Conversion to User Costs Value of Time Amount to Specify as Liquidated Damages Documentation Each of these steps is critical for TxDOT staff to follow a consistent state wide methodology for completing road user cost studies Although each analyst or project manager may approach each problem in their own unique way the overall methodology should be consistent Consistency is very important to assure valid estimations of user costs for all TxDOT roadway construction projects STEP 1 DATA REQUIREMENTS As with all traffic engineering projects it is essential that adequate data be made available to prepare a valid road user cost study Three essential data items typically needed for RUCS include a traffic control plan traffic volume data time duration of phases and or steps It is also necessary to determine if a RUCS is to be completed for each phase and or step of a project or if only a before and after study is to be completed In most cases the before after approach is acceptable However the more detailed approach may be needed for special projects
49. FF RRR RRR EEE Q uc 00000 AVE 000 000 FFF RRR RRR EEEEEEEEEE Q REGENTS QQ 1111 000 000 FFF RRR RRR EEEEEEEEEE Q 1988 Q 000 11111111 000000 FREQIOPE 288 WORK ZONE THIS IS A SIMULATION ONLY EXECUTION THERE ARE 1 0 TIME SLICES PER HOUR WEAVING ANALYSIS IS NOT ENGAGED NO ALTERNATE ROUTE IS PROVIDED SPEED FLOW DATA IS SUPPLIED BY THE PROGRAM THE MAINLINE DELAY CALCULATION IS ENGAGED AT 60 MPH FUEL DATA ARE SUPPLIED BY THE PROGRAM EMISSION RATES SELECTED FROM PROGRAM TABLES 1995 85 DEGREES F 9 REDUCED CAPACITIES ARE SUPPLIED BY THE USER 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM PAGE 2 UNIVERSITY OF CALIFORNIA BERKELEY ooo usura INPUT HAS BEEN COMPLETED 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM PAGE 3 UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL E HE HE HE HE HE HE E DE HE HE HE FE HE EPE HE HE HE KE HE E PE HE HEKE EE JE JE HE HEE EE JE JE HE HEKE EE SE JE HE HEKE EE JE JE HE HEKE ESE JE JE HE KEKE EE JE JE HE KEKE ESE JE DE HE KEKE ESE JE JE HEKE KEE SE E AE HEE KEE SE E DE HEE KEE SE E JE HE KEKEE SE E E HEE EE SE E AE HEEE ESE EEA EHE HE HE HE HE HE E PE HE HE FE FE HE E HE HE HE HE FE HE E DE HE HEKE EE JE JE HE HEKE EE JE DE JE HE KE EE JE DE HE KEKEE SE JE JE HE KEKE E SE SE DE HE HEKE ESE JE JE HEKE KE EE JE DE HE KEE E SE JE HE HEE KEE E BE JE HEE KEE SE DE DE HEE EE SE JE E HEE KEE SE OGGI SE E E HEEE E SE EEA EE FREEWA
50. I 90 4 Table 4 Summary of PASSER II 90 Input Data Requirements Major Data Category Input Data Type Source of Information Network Data Intersection Maps Drawings Street Names Arterial Photographs Intersection Spacing Field Measurements Speed Data Posted Speed Limit Field Study 85 Percentile Speeds Volume Data Total Traffic Volumes Field Study Turning Movement Counts Timing Data Left Turn Treatment Timing Plan Permissive Phase Sequence Field Study Number of Phases Minimum Phase Times Existing Cycle Length optional Existing Phase Sequence optional Existing Splits optional Existing Offset optional Control Data Program Control Options User Specified Values Embedded Parameters Bandwidth Weighting Queue Clearance Time There are eight basic signal timing parameters and other parameters to watch with respect to simulation and optimization with PASSER II 90 Cycle Length Phase Designation Phase Sequence Left Turn Treatment Interval and Phase Length Coordination Offset Embedded Data and Phaser Data Cycle Length PASSER II 90 assumes that all intersections operate on a common background cycle length Double cycling is not allowed if necessary TRANSYT or SYNCHRO can handle double cycling The model can select the best cycle length for progression or develop a timing plan for a given cycle length Several optimization computer runs may be needed before a final solution is obtained Engineering judgment is
51. LIZATION FACTOR AVG LANE WIDTH GRADE X HEAVY VEHICLES PARKING MANEUVERS BUSES STOPPING RIGHT TURN FACTOR LEFT TURN FACTOR AREA TYPE IS NOT CBD 1 00 1 00 AREA TYPE FACTOR z 1 00 SATURATION FLOW VPHG 3266 PLEASE PRESS ANY KEY TO CONTINUE PEDESTRIAN WALK TIME SEC PEDESTRIAN WALK SPEED FPS PEDESTRIAN WALK DISTANCE FT LESS HALF LANE WIDTH FT MINIMUM PHASE TIME SEC 15 PLEASE PRESS ANY KEY TO CONTINUE Figure 4 Assistant Function for Through Movement 28 MINIMUM PHASE TIME CALCULATION 4 4 00 50 6 00 Application for Road User Cost Studies PASSER II may be the easiest tool to simulate and optimize isolated signalized intersections and arterial signal systems that is freely distributed throughout TxDOT This will likely be the traffic model used for construction projects on arterials in both the rural and urban environments The available assistant functions provide an easy to use interface to calculate traffic volumes minimum green times and saturation flow rates MOE s are easily identifiable with the program output and are given on both an intersection and system basis Although the software is intended for use as an aid in evaluating and optimizing traffic signal operations the RUCS user should not get bogged down in signal timing output but should concentrate on determining the minimum delay cycle length The total system delay determined by the softw
52. LUMES _ 0 Ly 4 r SAT FLO 0 _ SAT FLO q x MIN PHS 0 6 5 5 MIN PHS 1 lt ARTERIAL NAME ime ccs MA gt VOLUMES a 1151 2 VOLUMES 0 SAT FLO 0 SAT FLO 8 1 MIN PHS 0 HIN PHS 0 bj x A Command Keys MS i F3 F2 ASSISTANT BAY NO HIN PHS q 0 PRE 315 8 H lt ESC gt v EKIT Figure 14 PASSER II Vehicle Movement Screen 6 Edit Arterial Movement Data When the intersection movement screen appears Figure 14 the cursor is flashing on the eastbound left turn volume note north arrow in upper right corner of screen The left turn phasing will be protected only To toggle a left turn protected only use the scroll down 48 arrow to go to the minimum phase for the eastbound left turn and enter 7 seconds Scroll back up to the eastbound left turn volume input and press the F3 key This brings up the assistant function There are three assistant functions in PASSER II the volume assistant the saturation flow assistant and the minimum green assistant The assistant is asking if the left turn should be permissive Enter N since we want protected only The assistant then asks if left turns are protected only Type in a Y for yes Enter the eastbound left turn volume from Figure 9 95 vehicles The assistant then prompts the user for a peak hour factor and has a default value of 1 00 shown Press ENTER to accept this value The program confirms the left turn volume as 95 vehicles Press ENTER twice to remo
53. NT Visitanos cabida n cde erp bia ioa Ove a 53 EXAMPLE 5 BUILD SIX MAINLANES AND TWO 2 LANE FRONTAGE ROADS WHERE A FOUR LANE ARTERIAL NOW EXISTS US 90A FROM SOUTH OF I 610 TO HIRAM CLARKE HARRIS COUNT iaia i d rere e D e ERE Re pan gei eai e Caf rta 66 EXAMPLE 6 FREEWAY CONSTRUCTION USING FREQ OPC eene nenne nenne nenne 84 EXAMPLE 7 TEMPORARY DAILY LANE CLOSURE FREEWAY WORK ZONE ON URBAN FREEWAY Grohe eene deste in eae PEOR E dh tu ile d ean aie eoo iE 9 SUMMARY 3 hose condal 107 LIST OF TABLES Page Table 1 Adjustment Factor for Restricted Lane Width and Lateral Clearance s 10 Table 2 CPI and Value of Motorist Time 1985 to 1997 sse mene 13 Table 3 Additional Daily Motorist Costs Due to the Delayed Completion of a Rural Highway Project from a Two Lane Undivided Highway to a Four Lane Divided Highway 15 Table 4 Summary of PASSER II 90 Input Data Requirements nenne 18 Table 5 Interchange Interior Travel Time and Overlap as a Function of Separation Distance Between Intersection Stop Lines eene nnne enne nennen nnne 30 Table 6 Summarized Traffic Volumes on a Segment of I 10 East Freeway eee 86 LIST OF FIGURES Page Figure 1 PASSERII 90 Phase Numbering SystemM esee enne 19 Figure 2 Example of the LEART Animation Screen ener 25 Figure 3 Assistant Function fo
54. Option 2 FREQIOPE Priority Entry Analysis The main menu should now be present Select Option 3 retrieve data set from disk file The program prompts the user for the filename type 288sb and press ENTER The general description edit screen then appears to confirm to the user what information is contained in the file Press ENTER to return to the main menu Immediately save this data file to another name to reduce the possibility of overwriting the non work zone data Choose option 2 save data set to disk file The program asks if the user wants to overwrite the file named 288SB FRQ Press lt N gt and enter the new filename for this simulation 288SBWZ no extension is necessary Press ENTER to save the file and return to the main menu 98 7 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM PAGE 1 UNIVERSITY OF CALIFORNIA BERKELEY FFFFFFFFFF RRRRRRRRR EEEEEEEEEE 2000000 TIT 000000 FFFFFFFFFF RRRRRRRRRR EEEEEEEEEE Q A D MAY Q 111111 000 000 FFF RRR RRR EEE 20000 00000 1111 000 000 FFF RRR RRR EEE 0000 0000 1111 000 0000 FFFFFFF RRRRRRRRRR EEEEEEE 0000 0000 1111 000 0 000 FFFFFFF RRRRRRRRR EEEEEEE 0000 0000 1111 000 0 000 FFF RRR RRR EEE 2000 000 0000 1111 0000 000 FFF RRR RRR EEE Q uc 00000 LILL 000 000 FFF RRR RRR EEEEEEEEEE Q REGENTS QQ 1111 000 000 FFF RRR RRR EEEEEEEEEE Q 1988 Q 000 11111111 000000 FREQIOPE 288 BASE THIS IS A SIMULATION ONLY EXECUTION THERE ARE 1 0 TIME SLICE
55. Rete e E e eeu eene cena 82 PASSER III Intersection Movement Screen Completed for Example 5 82 PASSER HI Output Mente eoe ete ed 83 PASSER III General Signalization Information Output Screen i 83 Study Selection and Freeway Geometry sees sees 91 Estimation of Hourly Entry and Exit Ramp Volumes SH 288 Southmore to MacGregor 93 FREQ10 Output Base Condition ssis iie iiare inete ieioea nnne enne nennen een 99 FREQ10 Output Work Zone eese nennen nnne nnne conan i nennen entere 103 INTRODUCTION In 1987 the Houston District of the Texas Department of Transportation TxDOT requested that the Texas Transportation Institute TTI evaluate the impacts of the construction sequencing on a proposed reconstruction of the US 59 Southwest Freeway The original intent of that work effort was to determine any potential impacts of construction on three different freeway segments under contract to three different contractors There was concern as to what would happen should the contractors not remain in the same construction phase time frames which could result in the use of difficult transitions between each contractor s area of work The delays determined by the analysis using hand calculations and simulation models were ultimately converted into road user costs that were later used to support the specification of liquidated damage assessed should a contractor fall behind the
56. S PER HOUR WEAVING ANALYSIS IS NOT ENGAGED NO ALTERNATE ROUTE IS PROVIDED SPEED FLOW DATA IS SUPPLIED BY THE PROGRAM THE MAINLINE DELAY CALCULATION IS ENGAGED AT 60 MPH FUEL DATA ARE SUPPLIED BY THE PROGRAM 8 EMISSION RATES SELECTED FROM PROGRAM TABLES 1995 85 DEGREES F 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM PAGE 2 UNIVERSITY OF CALIFORNIA BERKELEY IAUSWNHE INPUT HAS BEEN COMPLETED 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 31 PM PAGE 3 UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL E HE HE HE FE FE HEE PE JE HE FE FE EE BE JE HE FE FE HEE PE PEHE KE EE JE DE JE HEKE EE SE JE HE HEE EE SE JE JE HEKE EE SE JE FE HEKE EE SE E JE HEKE EE SE JE JE HEKE EE SE DE JE HEKE EE SE DE JE HEE EE SE E JE HEKE EE SE DE JE HEKE EE SE E JE HE KE EE SE ODIO EIEIO EE SE IOI I III I iia FEISS II ICIS FE HEE DE FE HEKE EE JE JE JE HEKE EE SE JE HE HEKE EE SE JE JE HEKE EE SE JE HE HEKE EE JE JE HE HEKE EE SE JE JE HEKE EE SE E HE HEKE EE SE E HE HEE EE SE E HE HEKE EE SE E HE HEKE EE JE E HE HEKE EE SE E HE HEKE EE SE E E HEKE EE SE EESE FREEWAY SUMMARY TABLE SIMULATION BEFORE CONTROL FOI ICIS FE HE E PE JE HEKE EE SE JE JE HEKE FEE SE DE JE HEKE EE SE JE HE HEKE EE SE JE JE HEKE FEE SE DE SE HEKE EE SE E HE HEKE EE SE JE HE HEKE EE SE DE JE HEKE EE SE DE DE HEE EE SE JE HE HEKE EE SE JE JE HEKE EE FE E HE HEKE EE SE E BE HEKE EE SE E SE HEKE EESE SE SESEK FOO HEE
57. SC gt key to return to the Main Menu Type 3 to edit the data in the Main Menu Type 2 to edit the intersection movement data in the Edit Menu The movement input screen should appear with the cursor at the data entry field for the NEMA 5 movement Move to the volume field for the desired left turn movement and press F2 until the NO BA Y in the lower right hand corner is highlighted With a non zero value of the Minimum Phase Time coded press the F3 key This will activate the ASSISTANT window with the question Left Turn Protected Only appearing in the upper left hand corner Type Y Press ENTER to retain the specified volume or enter another volume and press ENTER Press ENTER to retain the specified peak hour factor or enter another peak hour factor and press ENTER Press ENTER if the displayed volume is the correct volume or enter the desired volume Press ENTER and the cursor will appear in the volume field along with the specified volume A value 2 should be present in the brackets next to the left turn volume Other left turn movements may be changed by following steps four through ten Changing Left Turn Treatment to Protected Permitted Without Bays Press the lt ESC gt key to return to the Main Menu Type 3 to edit the data in the Main Menu 21 10 11 10 11 Type 2 to edit the intersection movement data in the Edit Menu The movement input scre
58. SER II Measures of Effectiveness Screen for Example 3 EXAMPLE 4 WIDEN AND RECONSTRUCT URBAN ARTERIAL US 90A FROM KIRBY TO I 610 HARRIS COUNTY This project will widen and reconstruct US 90A Main Street from Kirby Drive to the diamond interchange at I 610 The roadway is an existing four and six lane urban arterial that will be widened to a six and ten lane divided curb and gutter arterial The 95 percent complete traffic control plan was available No lane closures will be permitted from 6 00 a m to 9 00 a m inbound northbound and from 3 00 p m to 7 00 p m outbound southbound At I 610 no lane closures will be allowed for any approach from 6 00 a m to 9 00 a m and from 3 00 p m to 7 00 p m Figure 20 shows the project location and general layout Phase 1 during the PM peak hour will be studied as the example for this project Step 1 Review Traffic Control Plan TCP Several particular items of importance were indicated by a thorough review of the traffic control plan There are several signalized intersections six arterials one diamond interchange of varying cross sections and lane and shoulder widths The evaluator should note the geometric configurations of all signalized intersections for each construction phase A diagram of the study area with intersection geometry for each construction phase should be completed to allow for a better understanding of the overall picture of the project The diagram for Phase 1 and post co
59. This will be explained in greater detail in Step 2 Step 1A Traffic Control Plan A complete traffic control plan may not always be available at the time a road user cost study is required to prepare the project for bidding In fact user cost studies have been completed to evaluate certain concepts of proposed construction sequencing to determine how to phase the construction before any detailed traffic control plan development was completed In most instances a set of traffic control plans at the 90 95 completion stage are sufficient to prepare a valid RUCS for a proposed construction project The plans should be able to provide sufficient detailed information on the following items that are necessary to estimate roadway capacity within the proposed project Existing project layout Layout of project sequencing Roadway lane information number of lanes lane widths lateral restrictions turn restrictions and special traffic control operations 1f any Special Detours e g total roadway closure times of detours and proposed detour routing Other unique considerations are adjacent traffic generation e g shopping centers sports venues schools etc time of year constraints and special events Some engineering judgement and assumptions may be necessary to complete each study The assumptions should be documented in the road user cost analysis report Step 1B Traffic Volume Data The ava
60. Turn 8 3 Leading without overlap Left Turn 7 Leading with overlap Left Turn 8 7 Leading without overlap Special Phasing Selection og go d dg og fo thea 01 01 y Solect which Phasing Patterns are needed CR to select and lt ESC gt to exit V phasing selected not selected 3 not possible Note that with overlap and without overlap are mutually exclusive Figure 29 PASSER II Phasing Pattern Input Screen F2 3 M 5 XESU 34 Phasing Patterns Entry Arterial Name South Main US9 a Intersection Number 7 Cross Street Kirby Arterial Cross Street Dual Lefts Leading with overlap Dual Lefts Leading without overlap Throughs First with overlap Throughs First without overlap Left Turn 1 Leading with overlap Left Turn 1 Leading without overlap Left Turn 5 Leading with overlap Left Turn 5 Leading without overlap Special Phasing Selection itd cede cu cem E Select which Phasing Patterns are needed lt CR gt to select and lt ESC gt to exit phasing selected not selected 2 not possible Note that with overlap and without overlap are mutually exclusive VI CITI xc gi Re 1E I 1 10101 Figure 30 PASSER II Phasing Pattern Screen Completed for Example 4 63 5 Edit arterial geometry data At the edit menu choose selection 5 arterial geometry data The values necessary for this simulation are alrea
61. Turn Treatment to Permitted Without Bays 3 Press the lt ESC gt key to return to the Main Menu 4 Type 3 to edit the data in the Main Menu 5 Type 2 to edit the intersection movement data in the Edit Menu The movement input screen should appear with the cursor at the data entry field for the NEMA 5 movement 6 Move to the volume field for the desired left turn movement and press F2 until the NO BAY in the lower right hand corner is highlighted Type 0 zero for the volume 8 Move to the data entry field for the minimum phase time and type 0 zero 9 Return to the left turn volume field and enter the previous volume or another desired volume 10 Press the F3 key This will activate the ASSISTANT window 11 Enter the traffic volume 12 Press ENTER to retain the specified volume or enter another volume and press ENTER 20 13 14 15 16 10 11 Press ENTER to retain the specified peak hour factor or enter another peak hour factor and press ENTER Press ENTER if the displayed volume is the correct volume or enter the desired volume Press ENTER and the cursor will appear in the volume field along with the specified volume A value 1 should be present in the brackets next to the left turn volume Other left turn movements may be changed by following steps four through thirteen Changing Left Turn Treatment to Protected Without Bays Press the lt E
62. View Pin Setting View Time Space Diagram CNN ON P to No Lm Print Hardcopy 9 Leart Simulation 1 Enter choice or TSO to return to Main Menu Figure 18 PASSER II Output Menu Screen The additional delay due to construction for the AM period is 41 2 vehicle hours hour 52 8 11 6 This value would be used with the PM and Mid Day values to determine a daily road user cost This daily road user cost is determined after review of the 24 hour tube counts Step 5 Documentation Results For this example the critical elements to include in the project file are the turning movement counts the all way stop control intersection analysis spreadsheet and the printouts of the PASSER II analyses Most of the assumptions utilized to execute the software will be included on the printouts 52 ART MOE TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PASSER 11 98 MULTIPHRSE RRTERIRL PROGRESSION 145101 VER 1 0 DEC 98 xxx TOTAL ARTERIAL SYSTEM PERFORMANCE x Anywhere TX FH 1111 DISTRICT 05 31 98 RUN NO 1 CYCLE LENGTH 50 SECS BAND A 23 SECS BAND B 23 SECS AVERAGE PROGRESSION SPEED BAND A 9 MPH BAND B 0 MPH EFFICIENCY AND ATTAINABILITY NOT AVAILABLE AVERAGE INTERSECTION DELAY TOTAL SYSTEM DELRV TOTAL NUMBER VEHICLES 17 7 SECS VEH 11 6 VEH HR HR 2365 TOTRL SVSTEM FUEL CONSUMPTION TOTRL SVSTEM STOPS MAKIMIN CYCLE 20 47 GRL HR 2217 STOPS 50 SECS Press any key to return to menu Figure 19 PAS
63. Willowbend NEMA VEHICLE MOVEMENT INTERSECTION 1 4 1 VOLUMES 9 0 lt N SAT FLO 0 0 MIN PHS 10 0 pl N VOLUMES 0 VOLUMES _ 0 god r SAT FLO 0 SAT FLO 0 N MIN PHS 156 5 5 MIN PHS 10 lt p uM NAME SS e a ee VOLUMES 0 111 2 VOLUKES Q E SAT FLO SAT FLO 0 3 MIN PHS 0 MIN PHS 15 fi A N Z Command Keys VOLUMES 0 F3 F2 SAT FLO o 0 ASSISTANT BAY NO BAY MIN PHS 0 15 3111 8 i I gt lt ESC gt V EXIT Figure 41 PASSER II Turning Movement Data Input Screen Press the ENTER key again to move the cursor to the southbound through volume Press the F3 key to prompt the assistant function Enter through traffic 530 vehicle and right turn traffic 69 vehicle The assistant will total the throughs and right turns for a total of 599 vehicles Follow the assistant instructions until the cursor is on the through and right turn saturation flow rate 1 800 vphg is now shown From Figure 38 we see that there are two twelve foot wide lanes on this approach Press the F3 key to activate the assistant and follow the prompts entering two lanes and 12 feet for the average lane width All other values remain the same The remaining approaches do not have left turn bays or protected left turns These approaches have relatively low left turn volumes After input of the southbound volumes and saturation flow rates the cursor goes to the northbound left turns From Figure 38 this left turn volume is zero s
64. Y SUMMARY TABLE Ca SIMULATION BEFORE CONTROL E HE HE HE HE HE HE E PE JE HE FE FE HE E DE HE HE HE FE HE PEDE HE HEKE EE SE JE HE HEKE EE JE JE HE HEKE EE JE JE HE KEKE ESE JE DE HE KEKEE E SE DE HE HEE ESE JE DE HE KEKEE SE JE HE KEKEE SE SE DE HEKE KEE SE SE DE HEKE KE ESE DE AE HEKE EE SE SE E HE KE EE SE JE E HEE EE SE E E HEEE ESE EEA FEI ISIS HE E DE HE HE HE FE HEE DE HE HEKE EE JE JE HE HEE EE JE DE HE HE FE EE JE DE HE KEKEE E JE DE HE KEKEE E SE E HE KEKE EE JE DE HE KEKEE SE SE JE HE KE FEE SE SE DE HE KEKEE E JE DE HEE KEE SE SE E HEE EE E SE E HEKE EE SE E JE HEE EE SE E AE HEE EE SE EESE TIME FREEWAY RAMP TOTAL FREEWAY TOTAL TRAVEL AVERAGE GASOLINE HYDROCARB CARBON NITROUS BEGIN SLICE TRAVEL TIME DELAY TRAVEL TIME DISTANCE SPEED CONSUMED EMISSIONS MONOXIDE OXIDES TIME FOO OOOO E DE HE HEKE EE JE DE HE HEE EE JE DE HE HEKE EE SE JE HE KEKE E SE SE JE HE KEKE EE SE DE HE KE FEE SE JE DE HE KEKE EE SE JE HE KE EE SE SE JE HEE KEE SE JE DE HE KE KEE SE DE DE HEEE E SE SE JE HEKE KEE SE E E HEE EE SE E AE HEE EE SE SE SEAE VEH HR PAS HR VEH HR PAS HR VEH HR PAS HR VEH MI PAS MI MPH GALLONS KILOGRAMS KILOGRAMS KILOGRAMS T ib 28 38 0 Dt 28 38 1507 1898 set el 0 Ga d 0200 hdi 2 16 BOLT 0 rd 16 BOLT 836 1053 53 8 dA 0 Za d F 1300 2 16 BOLT 0 d 16 BOLT 836 1053 53
65. al system delay post construction will be 83 8 vehicle hour hour Figure 34 The additional delay due to construction for the PM period during Phase 1 is 42 5 vehicle hour hour 126 3 83 8 This value would be used with the AM and Mid Day values to determine a daily road user cost This daily road user cost is determined after review of the 24 hour tube counts 64 Texas Department of Highways and Public Transportation ai Version sol D MN Output Menu View Input Echo View Error Message View Best Solution View Arterial Summary View Measures of Effectiveness View Pin Setting View Time Space Diagram aos C Cl P GW N a Print Hardcopy 9 Leart Simulation Prater chbaico or ES do return to Main Mony 189 Figure 32 PASSER II Output Menu Screen RRT MOE TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PASSER 11 90 MULTIPHASE ARTERIAL PROGRESSION 145181 VER 1 0 DEC 99 ene TOTAL ARTERIAL SYSTEM PERFORMANCE oe Houston South Main US98a DISIRICT 12 04 23 98 RUN NO 8 CYCLE LENGTH 95 SECS BAND A 31 SECS BAND B 40 SECS AVERAGE PROGRESSION SPEED BAND A 35 MPH BAND B 35 MPH 98 EFFICIENCY 1 00 ATTAINABILITY AVERAGE INTERSECTION DELAY TOTAL SYSTEM DELAY TOTAL PA VEHICLES Hou 20 5 SECS VEH 126 3 VEH HR HR iuf SYSTEM FUEL CONSUMPTION TOTHL SYSTEM STOPS MAKIMIN CYCLE 335 47 GAL HR 15891 STOPS 99 SECS Pals for forward or Pally for back or lt ESC gt to return to menu Fig
66. amp volume data within the project corridor was required for this study After collecting the necessary data entrance and exit ramp average hourly volumes are summarized from beginning to end of the project area The 85 data is input on a spreadsheet illustrating traffic volumes on a typical weekday Saturday and Sunday Table 6 illustrates a summarized segment of traffic volumes on I 10 East Freeway Table 6 Summarized Traffic Volumes on a Segment of I 10 East Freeway I 10 East Eastbound Spur 330 to Frontage Road Crosby Time Begin Origin Spur 330 badia Thompson Thompson Frontage Destination M L Exit Entry Exit Entry Entry M L 12 00a 560 100 20 60 50 0 470 1 00 a 470 80 10 40 30 0 390 2 00a 420 80 10 40 20 0 330 3 00a 440 60 10 50 30 0 370 4 00a 540 90 10 50 40 0 450 5 00a 1 170 510 30 60 50 0 680 6 00a 2 260 1 050 80 90 110 10 1 320 7 00a 2 140 890 100 130 160 10 1 390 8 00 a 2 100 720 70 160 140 10 1 440 9 00 a 2 320 630 70 230 180 10 1 720 10 00 a 2 440 620 90 230 190 10 1 880 11 00 a 2 480 630 100 230 220 10 1 950 12 00 p 2 550 660 110 250 200 10 1 960 1 00 p 2 550 700 110 230 190 10 1 930 2 00 p 2 750 790 100 270 190 10 1 990 3 00 p 2 960 880 110 280 200 10 2 120 4 00 p 3 280 1 040 110 310 270 10 2 320 5 00 p 3 720 1 380 120 330 260 10 2 400 6 00 p 3 070 850 110 280 210 10 2 270 7 00 p 2 160 550 80 200 200 10 1 700 8 00 p 1 670 410 60 170 140 0 1 290 9 00 p 1 390 350 50 130
67. an option 0 Press F1 to edit the screen The goal of this analysis is to determine an estimate of total system delay Therefore default 0 the irrelevant options engage arterial engage freeway growth speed curves fuel rates emission rates and reduced capacities Select 1 disengage weaving analysis since this option is also irrelevant to the study Select 1 to calculate mainlane delays and unless free flow speeds are given use the posted speed limit for speeds used for calculation In this example use 65 mph Press F10 when screen is complete 6 Save Data Set to Disk File From the modification menu press 0 to return to the main menu Press 2 to save the file Enter a file name at the command prompt 89 7 Run FREQIOPE Press 5 from the main menu to run the simulation program The following screen prompt will ask Current data set in memory will be lost Continue anyway Y N Press Y The next screen asks the user to enter a one line run identification for this FREQIOPE input file It is important to enter a specific project name for each project study When there are several FREQIOPE outputs the one line run identification is the only way to separate each project For example I 10 East Eastbound Freeway Phase II Press ENTER The operations to be executed for this run is simulation only Press 1 and enter Go to the print selection screens by pressing 0 and ENTER The devel
68. are is used in the road user cost study Additional details can be found in the PASSER II 90 User s Manual 4 PASSER III Application Diamond Interchanges Isolated or Systems PASSER III was developed by TTI for TxDOT to determine optimal and evaluate signal timing plans at diamond interchanges PASSER III analyzes isolated diamond interchanges with or without frontage roads or progression for a series of diamond interchanges connected by frontage roads The program analyzes various phasing patterns and varies the offset to minimize delay within the interchange PASSER III has a built in assistant function to calculate saturation flow rates based on the methodology of the HCM 1 Data input is divided into four separate entities freeway identification freeway name number of interchanges upper and lower cycle lengths cycle length increment other parameters dealing with problems having more than one interchange interchange and signal phasing data cross street name left turn treatment interior travel time interior queue storage signal phasing interchange movement data volume saturation flow minimum green time and frontage road progression data distance speed queue clearance time Comment on Data Input Screens Freeway Identification Screen Input general data for interchange Main inputs deal with cycle length lower cycle length upper cycle length cycle length increment and progression inputs The minimum cycle leng
69. asing Patterns Entry i o Arterial Name US98a Intersection Number 1 Cross Street Willowbend Arterial Cross Street Dual Lefts Leading with overlap Dual Lefts Leading without overlap Throughs First with overlap Throughs First without overlap Left Turn 1 Leading with overlap Left Turn 8 1 Leading without overlap Left Turn 5 Leading with overlap Left Turn 5 Leading without overlap Special Phasing Selection i Pone mr on i oan an pom p out sr tin oni Select which Phasing Patterns are needed CR to select and lt ESC gt to exit wy phasing selected not selected 35 not possible Note that with overlap and without overlap are mutually exclusive Figure 43 PASSER II Phasing Pattern Data Entry Screen not completed F2 IF31 ESC 34 Phasing Patterns Entry Arterial Name US90a Intersection Number 1 Cross Streei Willowbend i Arterial Cross Street i Dual Lefts Leading with overlap Dual Lefts Leading without overlap i Throughs First with overlap i Throughs First without overlap Left Turn 9 Leading with overlap Left Turn 8 3 Leading without overlap Left Turn 8 7 Leading with overlap Left Turn 8 7 Leading without overlap Special Phasing Selection Mi nu tri a um Fot ont cant i Select which Phasing Patterns are needed CR to select and tSc to exit Y phasing selected not selected s not possible Note that
70. ations Some examples include detour routing of traffic due to road closures or turn restrictions evaluation of detour routes and delay analyses of all way stop controlled intersections The latter involves using techniques included in The Highway Capacity Manual 1 Many TxDOT projects impact signalized intersections within the construction area Although there are many traffic signal timing optimization simulation models available for use it is recommended that the PASSER series be utilized These programs were developed by TTI for TxDOT and are extensively used a nation wide Most District traffic engineering sections utilize these models to time traffic signals therefore each District should have one or more staff member s who is familiar with several of the PASSER models Specific uses of the models are as follows PASSER II isolated signalized intersections interconnected arterial signal systems PASSER Il isolated diamond interchanges interconnected diamond interchanges along a freeway frontage road PASSERIV signalized arterials diamond interchanges three level diamond interchanges grid networks There may be some projects in which the geometric and traffic control exist so that the PASSER series of models may not adequately simulate the given situation In these rare cases the evaluator may wish to use other signal timing programs for that particular project There are several computer models available tw
71. between 3 00 p m and 7 00 p m The remainder of the daily delay uses the Mid Day delay value times the remaining number of hours believed to significantly contribute to the daily delay From the tube counts it appears the Mid Day delay could represent the hours of 6 00 a m 7 00 a m 9 00 a m 3 00 p m and 7 00 p m 9 00 p m a total of nine hours While traffic volumes from 9 00 p m to 6 00 a m are relatively small travel delays in the overnight period should be relatively low An estimation for overnight delays can be ignored or if in the engineer s judgment a delay value is appropriate use half or a third of the Mid Day delays for the overnight period For this example the total daily delay would be found using the following equation Total Daily Delay veh hrs AM Delay x 2 Mid Day Delay x 9 PM Delay x 2 Engineering judgment is necessary to distinguish these multipliers from the hourly tube counts If unsure use the more conservative multiplier In this case there may have been some question about if the PM period should count for two or three hours The selection of the two hour multiplier would typically be more conservative Step 5 Computer Simulation Optimization Analysis and Travel Time Study After determining that most of the delay to motorists will occur at the signalized intersections in the study area PASSER II or PASSER III are used to simulate operations at these intersections for each geometric condition
72. combination with or without overlaps to maximize the progression bandwidth PASSER II 90 can evaluate up to four phase sequences for the main arterial while only one phase sequence is allowed for the cross street 19 Left Turn Treatment The optimal signal timing at an intersection with permissive left turns is a complex issue To determine phase time the capacity must be estimated but capacity is dependent on phase times A thorough solution requires many iterations but PASSER II 90 only computes one pass through this process The phase times based on permissive left turn capacities may not be accurate The user should concentrate on output at intersections with permissive left turns and compensate with adjusted minimum phase green times if necessary Six left turn treatments are available for analysis in PASSER II Protected permitted and protected permitted combined operations each with or without left turn bays is available Procedures for selecting each option are discussed as follows 4 Summary of Operating Procedures Alternative left turn treatments have very profound effects on the overall traffic operations To obtain the needed solutions the user must select the most appropriate traffic signal timing solutions among the possible alternatives by providing the options to be analyzed The following section describes the detailed operating procedure for users to switch among different left turn treatments Changing Left
73. corner 6 Type N This will cause the left turn analysis to default to the protected permitted combined phase hs Press lt ENTER gt to retain the specified volume or enter another volume and press lt ENTER gt 8 Press lt ENTER gt to retain the specified peak hour factor or enter another peak hour factor and press ENTER 9 Press ENTER if the displayed volume is the correct volume or enter the desired volume 10 Press ENTER and the cursor will appear in the volume field along with the specified volume A value 6 should be present in the brackets next to the left turn volume 11 Other left turn movements may be changed by following steps four through ten Interval and Phase Length PASSER II 90 calculates phase lengths not interval lengths to minimize intersection delays Both the minimum phase times and splits calculated or specified by or to the model include change intervals For existing timing simulations the green plus amber plus all red should be set to the existing phase length Rough guidelines for minimum phase time are a no pedestrian factor absolute minimum is 6 10 seconds green plus change intervals b if pedestrians are a factor but no pedestrian crossing signals are present the minimum phase length should be equal to the pedestrian crossing time and c if pedestrian signal are present the minimum phase length should be set to at least equal to the walk time 4 feet second p
74. due to the detour These detours were scheduled to occur from 10 00 p m to 5 00 a m on weekdays so only volumes observed during these times would be used in the calculation of additional delay Step 3 Data Collection For each detour plan two travel times were determined 1 existing route and 2 detour route The number of repetitions of the travel time runs depends mainly on the time of the detour If the detour is during the late night and volumes are relatively low the travel time study can be completed during the day when free flow conditions are present as was this case However if the detours will be during AM or PM peak periods with significant volumes an alternative modeling approach may be necessary in order to capture the additional delay to stop controlled and signalized intersections In addition to the travel time information it is necessary to complete traffic volume studies to estimate the quantity of the detoured traffic 40 Step 4 Estimation of Road User Costs The estimated detour travel time is subtracted from the existing route travel time to estimate the per trip additional delay The per trip additional delay is then multiplied by the total number of vehicles which are estimated to utilize that detour route during prescribed hours This detour will close the westbound Holmes road entry to westbound US 90A From the travel time study the existing route from Kirby to the US 90A merge was found to take about
75. dy input but this where progression speeds and distances between intersections are input Figure 31 shows the arterial geometry data screen Press lt ESC gt twice to take you back to the main menu The file is complete and ready to run ESO F2 South Main US90a Arterial Link Geometry 7 Intersections Queue Speed Distance Distance Speed Queue Clear MPH FT FT MPH Clear Link 35 300 8 2 800 35 3 2 1190 35 4 3 1390 35 0 5 4 2500 35 0 6 5 1600 35 9 7 6 From 1H610 SFR To 1H610 NFR Figure 31 PASSER Il Arterial Geometry Data Input Screen 6 Save input file Save the file using option 4 on the main menu 7 Run PASSER II After designating a subdirectory c p2 data and filename ex5p1 dat choose option 6 on the main menu to run the program After running PASSER II will display the output menu Figure 32 While each of the output choices have important information option 5 measures of effectiveness will summarize the total system delay in vehicle hours Figure 33 shows the arterial system performance output The total system delay number 126 3 vehicle hours hour will be used along with the total system delay for the post construction simulation to calculate the additional user delay due to Phase 1 of construction 8 Run PASSER II for post construction Another file ex5post dat is the post construction conditions file Select this file and run in PASSER II The tot
76. e Ren 65 PASSER II Measures of Effectiveness for Phase I PM 65 PASSER II Measures of Effectiveness for Post Construction i 66 Layout of Tube Counts for Example 5 lara ettet rete eer eee nn 68 Hourly Volume Tube Counts US 90A Eastbound Hiram Clarke 70 Hourly Volume Tube Counts US 90A Westbound Hiram Clarke 71 Willowbend Geometry and Turning Movements during Phase 1 and Post Construction 72 PASSER IP Edit Men eere rete E IR RA 73 PASSERT Arterial Data SCreen ect nter bre a 74 PASSER II Turning Movement Data Input Screen eee 75 PASSER II Data Input Screen Completed for Example 5 see 76 PASSER II Phasing Pattern Data Entry Screen not completed TI PASSER II Phasing Pattern Data Entry Screen completed TI PASSER II Output Mer eee Ree e edle etico icd sede edes 78 PASSER II Arterial System Performance Output i 78 PASSER III Main Menu Screen ertt creen aaa naar 79 PASSER HI Edit Men SCteeh eere ett aaa 80 PASSER III Freeway Identification Data Input Screen eeeeeeeeeeseeeeesneeeeeeenaeeeeees 80 PASSER III Signal Interchange Data Screen ene 81 PASSER III Intersection Movement Screen neriesi 81 PASSER II Assistant FUnctiOh ace ete eee eee here
77. e for passenger cars to determine the total construction related road user costs Should additional information concerning vehicle occupancy be available that for 13 drivers should be used and multiplied by the average number of persons per vehicle to obtain a more realistic estimate The user costs is then determined by multiplying the delay by the current value of time as illustrated by the previous example user cost results presented as follows For the example in which a phase by phase analysis was completed the road user costs for each phase are estimated as Phase 1 Costs 47 vehicle hours day x 14 97 vehicle hour 704 day Phase 2 Costs 86 vehicle hours day x 14 97 vehicle hour 1 287 day Phase 3 Costs 26 vehicle hours day x 14 97 vehicle hour 389 day Using the prorated or average delay values the user costs are estimated at Average Costs 52 vehicle hours day x 14 97 vehicle hour 778 day Finally the road user cost based upon a before and after comparison results in the following User Costs 20 vehicle hours day x 14 97 vehicle hour 300 day If a large portion of the traffic volume consists of heavy trucks the evaluator may wish to determine a value of time which will account for the higher operating costs of commercial vehicles Using a value of time for passenger cars results in a more conservative estimate of user costs While individualized road user cost studies are necessary for ma
78. e in the edit menu Figure 48 choose option GENERAL The general data screen Figure 49 allows the user to input general project information and cycle length ranges for analysis Note that the progression options have been blacked out by the program because of the isolated intersection analysis Nothing needs to be changed on this screen Press lt ESC gt to go back to the edit menu 3 Edit signal data From the edit menu choose option SIGNAL From the signal phasing screen Figure 50 the user can name the cross street designate whether or not to have permitted left turns input interior travel time and interior queue storage The signal phasings are also designated to let PASSER III know which signal phasing patterns should be simulated or optimized No data on this screen needs editing Press lt ESC gt to return to the edit menu 79 PRSSER III 90 Version 1 00 Texas Department of Highways amp Public Transportation EDIT MENU General Freeway Identification Signal Phasing Data Movement Interchange Data Progression Link Geometry Return to MAIN MENU Edit Interchange 1 Willowbend ENTER YOUR CHOICE gt R i lt Esc gt exit screen lt PgUp gt lt PgDn next interchange ili Figure 48 PASSER III Edit Menu Screen PASSER III 90 Version 1 00 Texas Department of Highways amp Public Transportation FREEWAY IDENTIFICATION Run Number 00 Freeway Name US90a District 12 City Name Houston Number of
79. e shaded volume numbers are the volumes found as a result of data collection The estimation procedure begins by calculating the percentage of the total 24 hour volume for each hour of the day for example it is calculated that 1 0796 720 67 220 of the total 24 hour daily traffic occurs from 12 00 a m to 1 00 a m The estimated hourly volume for each ramp is then calculated by multiplying the 24 hour ramp count by the hourly percentage for example it is calculated that 106 9880 x 1 07 vehicles access the Southmore exit ramp All volumes used in the computer analysis are shown in Figure 57 Step 5 Computer Simulation Calculation of Estimated Road User Costs Input all required data into FREQIOPE for the case with no capacity reduction no work zone present to determine base level of delay then edit the file to incorporate capacity reductions representing the work zone during prescribed hours of operation 92 sonet ur ejep payejno e ecu ou ossz osser oso osso ooo ozzL9 or o 99 ze ser em se ETT ma oss oz e ee r az ua ASLE 0S8I ome me sr os ss ore we ow ose re or no se sw sese ner f ose esc ew zr we eo os rose ws ose oec ese si so oe is sese wr oze ose ose SEI eco e em rec msr ose o te cer so so ce az rr f os cec ere ser ss re s
80. e user to input speed curves for local conditions For this simulation keep the default speed flow curves by entering 0 The program then asks for the default speed curve Enter 60 mi h as the default speed curve User Supplied Fuel Rates This gives the user the option to update the cost of fuel Not necessary for this type of simulation 96 User Supplied Emission Rates This gives the user the option to update the emissions characteristics of today s fleet of vehicles Not necessary for this type of simulation Reduced Capacities This option gives the user the ability to reduce capacity on a particular subsection during various hours Keep 0 for this simulation this is the option that is used in the during work zone simulation to reduce the work zone capacity If all the options were input correctly press F10 at the Choose your option prompt If not press F1 to re edit this screen Because we changed the default speed curve FREQ gives the message To assign speed curve other than 60 to a subsection modify your freeway design This is the correct response from the program Pressing ENTER will return the user to the modification menu No other data needs to be entered for this simulation At the modification menu choose option O return to main menu At the main menu choose option 2 to save this data set to a file Enter the data file name as 288sb and press ENTER to save no extension is
81. ehicle hours day Phase 1 6 months 147 vehicle hours day Phase 2 3 months 186 vehicle hours day Phase 3 3 months 126 vehicle hours day Construction delay for each phase Phase 1 147 vehicle hours 100 vehicle hours 47 vehicle hours day Phase 2 186 vehicle hours 100 vehicle hours 86 vehicle hours day Phase 3 126 vehicle hours 100 vehicle hours 26 vehicle hours day Prorated average construction delay Average 47x6 86x3 26x3 12 months 52 vehicle hours day 11 If phase specific user costs are desired the delays calculated above can be used as the basis for incurring liquidated damages for milestone completions of each or selected phases However should only an overall project completion be of concern the averaging technique presented above should be used A second methodology can be used based upon a before and after comparison This can apply to the majority of projects where the completion of the project is important but in cases in which no specific phase is critical to normal traffic operations Continuing with the same example if the existing delays on the roadway post construction are estimated at 120 vehicle hours per day The delay incurred on motorists due to not completing the project on time are estimated as Delay 120 vehicle hours 100 vehicle hours 20 vehicle hours day Although the user delays determined by each methodology differ by approximately forty vehicle hour
82. elay at signalized intersections 67 AYO BU O OG MI AU TSY Kim GTLOOVE MISIVA IVANO ANVIOSPOI Ws YAYINI T ARENA DOI MO EY agor ON ee ov HONE TIME LIGA VO LO TH T SO IA cru 38 TIME ISO DIT MO OIE SH DIVI DO MAOQ UHS 01 ON LEB UO G6 t 7 i ALI NONIS Xn TUNEL MASIA O1 ONTO DOANA LND TWi9M Ol 3 000 8 VIS INN HOLYK Layout of Tube Counts for Example 5 Figure 35 68 While a delay value for each intersection will be found for the AM Mid Day and PM periods these values must be used to find an approximate daily road user cost This is done by examining the hourly tube counts and determining appropriate multipliers for each time period that will best approximate the daily user cost Figures 36 and 37 For this situation the volume counts as measured west of Hiram Clarke are used to identify how long a time period occurs The AM peak direction is eastbound The eastbound count shows that the AM multiplier should probably be two since volumes from 7 00 a m 9 00 a m are much higher than those before 7 00 a m and after 9 00 a m The PM peak direction is westbound and the westbound count shows that volumes begin increasing at 3 00 p m and begin to significantly decrease after 7 00 p m The multiplier in the PM should probably be two more conservative or three Over those four hours between 3 00 p m and 7 00 p m it is assumed that two times the peak hour delay could represent the overall delay
83. en should appear with the cursor at the data entry field for the NEMA 5 movement Move to the volume field for the desired left turn movement and press F2 until the NO BAY in the lower right hand corner is highlighted With a non zero value of the Minimum Phase Time coded press the F3 key This will activate the ASSISTANT window with the question Left Turn Protected Only appearing in the upper left hand corner Type N This will cause the left turn analysis to default to the protected permitted combined phase Press ENTER to retain the specified volume or enter another volume and press ENTER Press ENTER to retain the specified peak hour factor or enter another peak hour factor and press ENTER Press ENTER if the displayed volume is the correct volume or enter the desired volume Press ENTER and the cursor will appear in the volume field along with the specified volume A value 3 should be present in the brackets next to the left turn volume Other left turn movements may be changed by following steps four through ten Changing Left Turn Treatment to Permitted With Bays Press the lt ESC gt key to return to the Main Menu Type 3 to edit the data in the Main Menu Type 2 to edit the intersection movement data in the Edit Menu The movement input screen should appear with the cursor at the data entry field for the NEMA 5 movement Move to the volume field for the desired left
84. eria and various model coefficients can be changed to suit local conditions Phaser Data The user can identify and define different offset reference systems to implement the optimal timing plan 25 The program is divided into three main sections Input Edit and Output The input menu contains paths to the regular data input data for phaser and the embedded data The edit menu allows the user to edit network data signal phase data link geometry and access to the intersection input screen where turning movements saturation flows and minimum green times are input The output menu allows users to access the solution evaluation menu and the animation program A convenient feature of the data input screens for intersection movements and saturation flows is the assistant function The assistant function prompts the user for various data and calculates flows and saturation flow rates automatically An example of the assistant screens for left turns and through movements are shown in Figures 3 and 4 Oversaturation during construction can easily occur when reducing capacity by closing lanes restricting turn movements and re routing of detoured traffic Volume to capacity v c ratios in excess of 1 2 can cause error messages in PASSER II 90 If a situation occurs where v c ratios will exceed saturation for any extended period of time examine traffic control plans to determine if additional detours or capacity can be implemented Oversatu
85. esignation for movement 2 output options and progression options All this information was previously set up on the data file and nothing needs to be changed on this screen Press lt ESC gt to go back to the edit menu Texas Department of Highways and Public Transportation m Version 1 0 Edit Menu Edit arterial data Edit intersection movement data Edit intersection phasing data Simulate existing timing Edit arterial geometry data Add intersection Delete intersection Y OC CQ A 0 N rn Change cross street name Which item do vou choose Press lt ESC gt for main menu 1ER Figure 25 PASSER II Edit Menu 121 M d ESU L PASSER TI 99 Arterial Data Run Number 0 City Name Houston Number of Intersections 7 Arterial Name South Main US90a District Number 12 Date 04 23 98 Movement 27 LM Direction ua 1 Lower Cycle Length 80 T S Scales Upper Cycle Length 118 rcs p 1 North 3 East None Cycle Increment 9 1000 2 South 4 West Output Level 0 Progresi n ptions 0 Output All Pages Progression Band 1 Error Exit Cover amp Error Pages Speed Variation V N N 2 Less Input Data Echo 9 Less Input Echo and Best Soln Minimum A Band Split 0 4 Simple Cover Pin Set T S 9 Two Way Volume Weighted
86. estimation of road user costs In addition a comprehensive review of the traffic conditions that may be expected during each phase can be evaluated In more high profile projects that are accompanied by public information campaigns knowledge of the expected travel conditions can be a valuable aid in informing the public of the importance of finding an alternate route Disadvantages of this approach are that it may require more time and effort to evaluate each phase and it will typically require a significant amount of traffic volume data The second approach is a comparison of the existing traffic conditions to the traffic conditions expected after the project is completed a before and after comparison In many cases the amount of traffic data required is no different than when completing the more detailed phase by phase analysis However the amount of time required to complete the analysis is much less This methodology can be used on all construction projects in which the capacity of the roadway is increased There are no specific guidelines to assist in determining which approach should be used Either approach determines user costs which are incurred by the traveling public due to the roadway construction Using the second approach before and after comparison can probably be used for most roadway construction projects In addition to evaluating the delay that approach will also illustrate the benefit the improved roadway will have
87. for reference At this time it is not recommended that economic based models be used to calculate road user cost Signalized Intersections PASSER II 90 isolated and arterial simulation optimization PASSER III isolated diamond interchanges and frontage road systems simulation optimization Freeways FREQ freeway simulation one freeway and urban and rural work zone closures scheduling 35 EXAMPLE PROBLEMS This session of the short course concentrates on completing several example problems including actual user cost studies which TTI has completed These are not being presented in any particular order but are structured so that at least one example of each of the various types of projects that may require road user cost studies is presented These example problems will give students the opportunity to complete a number of user cost studies and gain hands on experience with typical hand calculations and traffic simulation models The techniques illustrated are meant to provide a source of reference material to TxDOT staff The examples are grouped by the analysis technique or simulation program used The first group of examples will use by hand calculations to calculate delay for a new route a stop controlled intersection and a detour routing The second group of examples will use PASSER II and PASSER III to determine delays at isolated intersections arterial systems and freeway interchanges The third group of examples will focu
88. gram parameters and 3 Input Phaser Data choose to edit the definitions of timing data 4 Choose option 1 Input New Traffic Data The program then asks if you want to abandon existing data input press lt Y gt The arterial data edit screen appears Figure 13 46 Texas Department Sr ra E Public Transportation Version 1 0 Input Menu 1 Input New Traffic data 2 Input Embedded data 3 Input Phaser data Which ilem do you choose Press lt ESC gt for main menu 108 Figure 12 PASSER II Input Menu Screen LESC PASSER II 90 Arterial Data Run Number CE City Name Anywhere TX Number of Intersections 1 Arterial Name FH 1111 District Number oi 8 Date 06 01 98 109 EEES Il Figure 13 PASSER II Arterial Data Screen 5 Edit Arterial Data PASSER II then asks for general information Lower Cycle Length 60 Upper Cycle Length 60 Movement 2 f Direction Cycle Increment Dulput Level Isolated Operation Error Exit Cover amp Error Pages Less Input Data Echo Less Input Echo and Best Soln Simple Cover Pin Set TZS Debug ALI Pages Variables Best enon dote PASSER II 0 o RAP P2 i i y ANA DO such as run number enter lt 1 gt city name enter lt Anywhere TX gt number of intersections enter lt 1 g
89. h model also has its intended use Based upon TTP s past experience in completing road user cost studies it is recommended that the FREQIOPC model be used to estimate delays for road user cost studies on freeways The FREQIOPC model is particulary applicable in cases where the freeway capacity is reduced by narrowing of lanes or a lane is completely removed The model also has the capability to evaluate lane closures during specific time periods Although the FREQ series of computer programs was developed by the University of California at Berkeley TxDOT provided funding for the development of Release T91 The FREQIOPC model provides detail operational information for the freeway on a sectional basis and can evaluate the roadway for an entire 24 hour time period There may be some construction projects especially in the urban environment in which the FREQIOPC model may not effectively model freeway operations An example of this is a project in which several freeways are impacted by detours from a roadway under construction primarily in the downtown area of a large city In this case the CORFLO freeway modeling program is recommended The evaluator could also opt to use the Traffic Software Integrated System TSIS which allows the user to simulate freeways surface streets and two lane roadways within the same software package The data requirements of CORFLO and TSIS are quite intensive and each requires the setting up of a network in a link
90. he estimated road user cost by summation of AM Mid Day and PM period additional delay values multiplied by appropriate multipliers to obtain a daily total based on the current value of time It is now necessary to complete Phase 1 and post construction simulation optimization for the PM period This example file has been setup with all volumes and saturation flow rates entered for all intersections except Kirby at South Main The data input and run PASSER II to determine the delay for the PM period for Phase 1 will be completed for this example 1 Start PASSER II Enter the PASSER II 90 program following the instructions given by the instructor Go to the main menu Figure 24 and choose option 2 read old data from disk The program will ask you for a subdirectory and filename Choose the file ex5p dat The file will load and return to the main menu screen Version 1 8 Main Menu 1 Input new data 2 Read old data from disk D P2NERSP1 DRT loaded Edit data Store data on disk Print current input data Run PASSER II 98 Go to Output Menu Quit Which item do vou choose 289 0 3 0 Cn a C Figure 24 PASSER II Main Menu Screen 59 2 Edit arterial data From the main menu choose option 3 edit data Once in the edit menu Figure 25 choose option l edit arterial data The arterial data screen Figure 26 allows the user to input general project information cycle length ranges for analysis direction d
91. i SAT FLO 0 MIN PHS 156 SUS MIN PHS 7 y k m meme BRTERIRL NAME DO n South Main US90a gt VOLUMES 0 115 2 VOLUMES 0 SAT FLO 9 SAT FLO 0 d MIN PHS 7 HIN PHS 15a DEN EN MI CL E Command Keys VOLUMES 0 Q F3 F2 SAT FLO 0 0 ASSISTANT BAY NO BAY MIN PHS 7 10 3151 8 T i gt lt ESC gt v EKIT Figure 27 PASSER II Vehicle Movement Data Screen Use the down scroll key to move the cursor to the northbound left turn saturation flow rate 1 805 vphg shown From Figure 21 the left turn bay has one lane 11 wide Press F3 to bring up the saturation flow rate assistant The program asks for the ideal saturation flow 1900 vphg Accept this value by pressing the ENTER key The assistant will prompt the user for a list of values accept the default values for all questions except for the number of lanes enter 1 and the average lane width enter 11 The program calculates a saturation flow of 1 746 vphg The minimum phase length has been set to seven seconds 61 Press the ENTER key again to move the cursor to the northbound through volume Press the F3 key to prompt the assistant function Enter through traffic 370 vehicle and right turn traffic 80 vehicle The assistant will total the throughs and right turns for a total of 450 vehicles Follow the assistant instructions until the cursor is on the through and right turn saturation flow rate 1 800 vphg is now shown From Figure 21 we see
92. ies To input traffic volumes corresponding to each exit and entrance ramp press 4 The screen prompts for the freeway time slice demand data screen Press F1 to edit this screen The number of time slices is 24 24 hours in a day press ENTER The number of time slices per hour is one since traffic counters in hourly volumes were used for this project not 15 minute counts The vehicles per time slice one is equal to vehicles per hour therefore default the type of demand data to zero Press F10 The blue screen showing is geometrically identical to the freeway design screen that was input in step 3 The description given in step 3b is displayed in the middle of the roadway Press F1 to edit the volume data where one depicts a time from 12 00 a m to 1 00 a m From the volume spreadsheet enter the mainlane traffic volumes prior to the I 10 Eastbound Thompson Exit After the traffic volume for each time slice for the mainlane is completed the cursor is prompted to the exit ramp volume Enter the traffic volumes for I 10 EB Thompson Exit in the 24 time slice column Press F4 to enter traffic volumes for the next subsection Repeat until the traffic volumes for each subsection has been input Press F10 when complete 5 Input Arterial and Other Options At the modification menu press 5 to input arterial options Depending on the scope of the project will determine whether you will select an option 1 or to not select
93. ignment for that movement but assign another movement to that lane PASSER III 90 Version 1 00 Vol Sat Min Hour Flow Phase CROSS STREET e right turn straight through straight then left FRONTAGE ROAD right turn straight through left then straight left then left U INTERIOR left turn 7 straight through m li lt F3 gt assistance lt Esc gt exit lt PgUp gt lt PgDn gt next interchange lll eo 0500500 eee 9 0 0 0 8 G 0 ui Figure 51 PASSER III Intersection Movement Screen 81 PRSSER III 90 Version 1 00 Texas _ Texas Department of Highways Public Transportation _ it L Willowbend Assistance For LEFT SIDE CROSS STREET Ideal Saturation Flow Rate 1900 Approach Grade 0 0 Number of Approach Lanes 3 Minimum Phase Length Sec 10 Movement Heavy Movements Vol uph Veh 4 i 29 0 Vol ights Hour CROSS STREE Thrus 0 29 right turn Lefts 0 0 straight thro B 3 straight then Allowable FRONTAGE RO Hovements 26 right turn R 20 straight thro Middle Lane 18 eft then str Left Lane 0 left then lef INTERIOR 176 left turn 146 _straight thro Figure 52 PASSER III Assistant Function Figure 53 shows what the screen should look like once all volumes and saturation flow rates have been input FHo5oo2rr m version 1 UU Texas Depar tnent of Wighwags Public Transportation J Willowbend J i l lt CROSS STREET Hour right turn p
94. igure 59 FREQ10 Output Work Zone 103 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL TOTAL MAINLINE DELAY VEH HRS DESIRED SPEED 60 0 TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE 1 345271 2 1 69 3 1 69 4 1 20 5 6 5 09 7 21521 8 34 62 9 28 58 10 LT 25 48 12 22 76 13 234179 14 26 71 15 16 52 78 17 460 49 18 376 19 19 49 96 20 21 15 61 22 13 73 23 10 67 24 8 04 TOTAL DELAY 1268 23 VEH HRS 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM UNIVERSITY OF CALIFORNIA BERKELEY SIMULATION BEFORE ENTRY CONTROL AVERAGE MAINLINE DELAY MIN VEH TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY TIME SLICE DELAY 1 0 33 de 0 31 d 0 31 4 0 30 5 6 0 33 F 0 51 8 0 62 9 0 61 10 LL 0 58 12 0 55 13 0 56 14 1 539 15 16 0 81 17 6 59 18 3 39 19 0 73 20 21 0 46 22 0 44 23 0 41 24 4 39 OVERALL AVERAGE DELAY 3 662 MIN VEH 1 INSTITUTE OF TRANSPORTATION STUDIES FREQIOPE REL T91 7 17 98 1 32 PM UNIVERSITY OF CALIFORNIA BERKELEY CONTOUR DIAGRAM OF SPEED BEFORE ENTRY CONTROL TIME SLICE 24 23 22 21 20 19 18 AT 16 15 14 13 12 A 10 j M QU O0 o 9999999995595555555555555555555555555555555555555555555555555555555555555555555555555555555555555555 5399399999999999999999955555555555555555555555555555555
95. igure 7 Layout of the Alice Relief Route in Jim Wells County 37 00074 vos NOU MIG 30 YIN SUNOH Wd 140 DM SIV DIRO T UN LON INAPO SST eat Figure 8 Detour Plan Bridge Beam Erection Step 2 Define Analysis Approach 38 Since it was determined that there would be no calculable delays to the existing traffic the impact of delayed construction on the traffic projected to use the roadway should be studied This approach basically uses the after portion of the before and after studies described in Session 2 The analysis can be completed by comparing the existing travel time through downtown Alice with that projected by using the new route Step 3 Data Collection Only minimal data collection effort in the field is necessary to obtain the required data A sample of travel times through downtown Alice using US 281 was completed by TxDOT personnel The traffic volume data was available from other Department resources Step 4 Estimation of Road User Costs The hand calculations are presented below These calculations include an estimate of the travel time for the new route an estimate of current travel time through downtown Alice calculation of the delay savings 180 25 vehicle hours day and estimated daily road user cost 2 640 day ASSUMPTIONS Roadway on New Location No Impacts on Existing Traffic Traffic Volumes Projected AADT 5 150 veh day 1997 Travel Times New Route Relief Route
96. ilability of traffic volume data is the most critical component of completing a road user cost study This may also be the most difficult portion of the needed information to obtain Current traffic data hourly volumes peak period traffic counts travel time studies etc within the limits of the construction project should be collected It may also be necessary to obtain traffic volume information on roadways outside the area of construction if road closures and or extensive detouring is expected Advantages of being able to collect updated volume information include 1 the information can be used by the construction office to evaluate any proposed lane closure strategies throughout the project and 2 to retime any traffic signals in the work area The analysis technique selected will determine the type and amount of data that is needed In most cases either turning movement counts in the case of signalized intersections or freeway mainlane and or ramp counts are required These analyses cannot be adequately completed without the necessary traffic volume information As the road user costs analyses are typically completed near the end of the design process it is important that steps are taken to obtain the required data The importance of having current and accurate traffic volume data is critical to RUCS Step 1C Contract Time Determination The determination of the expected contract time is a component that can be very useful in road user
97. ing tools FREQ can accommodate 24 time slices 38 subsections and 18 origins and destinations FREQ outputs include traffic performance tables consisting of travel time delay queue speed fuel and emissions optionally for each time slice Contour maps are available for up to 1O traffic performance measures Measures of effectiveness include flows densities total vehicle hours or travel vehicle noise v c ratios travel times total vehicle miles fuel consumption speeds ramp delays and traffic queues Application for Road User Cost Studies The FREQIOPE component of FREQ should be used for freeway road user cost applications Road user cost studies typically do not require the use of HOV or ramp metering capabilities of FREQ Typical studies examine the delay differences between geometric layouts different number of lanes or capacities due to reduced lane or shoulder widths etc Be aware that the analyze merge toggle can be sensitive in oversaturated conditions The user may want to toggle this analyze merge option off when completing user cost studies SUMMARY Several computerized traffic modeling tools are available to complete road user cost studies The most effective model for completing road user cost studies are the traffic based as opposed to the economic based models In summary the following computerized traffic modeling tools are recommended for use in road user cost studies with their applications listed
98. interchanges 1 ge isolated analysis 1 CYCLE LENGTHS Lower 48 Upper i Incr 5 Calculate Band Split Proportional to Traffic V N direction Percentage 0 to 190 Speed Search Y N Time Space Diagram Y N no PLOT SCALING INCH Horizontal Seconds X Vertical Feet Set to O for program selected value LI Figure 49 PASSER III Freeway Identification Data Input Screen 80 PASSER III 90 Version 1 09 Texas Department of Highways amp Public Transportation INTERCHANGE 1 DATA Cross Street Name Permitted Left Turns V N Millowbend Left side N Right side N Interior Travel Time Interior Queue Storage Rgt gt Lft Left Side Right Side Sec Sec Left Thru Left Thru 12 12 12 24 12 24 SIGNRL PHRSING DRTR Type of Run Delay Offset Seconds Offset Phasing finalysis V N Forced Int Forced Ext Lead Lead Y Lag Lead y Lead Lag y Lag Lag Y TTI Lead Y Figure 50 PASSER III Signal Interchange Data Screen 4 Edit arterial movement data At the edit menu choose option MOVEMENT edit intersection movements The intersection movement screen appears Figure 51 and the cursor is flashing on the northbound left turn volume The minimum phase lengths have already been input Press the F3 key This brings up the assistant function Figure 52 Enter the input data including volumes and lane assignments If a zero volume exists do not provide a lane ass
99. ion screen At the edit subsection screen press F1 to enter the data elements for the first subsection Refer to Figure 56 for the number of lanes for subsection 1 four lanes This is the first subsection so there is no on ramp at the beginning of the section so keep the 0 by pressing the ENTER key There is a one lane right side off ramp at the end of subsection 1 so key a 1 at the prompt for type of off ramp at the end of the section Keep the default values for the remaining data elements unless this information is available In this case we will keep the default values Once the cursor is at the Choose Your Option prompt press the F10 key to enter the geometry description edit screen On this screen parameters such as ramp and freeway mainlane capacity subsection length speed and a subsection description are entered Press F1 to edit the data Change the default ramp capacity to 1 700 vphpl The default ramp capacity field is only available on this screen Notice that the ramp capacity at DEST 1 immediately changes to 1 700 vph Press ENTER until the cursor is on the ENTER SSEC DESCRIPTION line Enter an appropriate descriptor such as ML Orig to Smore ex Press ENTER to move to the LENGTH field Enter 5 000 as the length dimensions in feet for this subsection Press ENTER to move to the CAPACITY field and enter 8 400 capacity was calculated using HCM methods and was found to be 2 1
100. ith a non zero value of the Minimum Phase Time coded press the F3 key This will activate the ASSISTANT window with the question Left Turn Protected Only appearing in the upper left hand corner Type Y Press ENTER to retain the specified volume or enter another volume and press ENTER Press ENTER to retain the specified peak hour factor or enter another peak hour factor and press ENTER Press ENTER if the displayed volume is the correct volume or enter the desired volume Press ENTER and the cursor will appear in the volume field along with the specified volume A value 5 should be present in the brackets next to the left turn volume Other left turn movements may be changed by following steps four through ten Changing Left Turn Treatment to Protected Permitted With Bays Press the lt ESC gt key to return to the Main Menu Type lt 3 gt to edit the data in the Main Menu Type lt 2 gt to edit the intersection movement data in the Edit Menu The movement input screen should appear with the cursor at the data entry field for the NEMA 5 movement Move to the volume field for the desired left turn movement and press F2 until the BAY in the lower right hand corner is highlighted 23 5 With a non zero value of the Minimum Phase Time coded press the F3 key This will activate the ASSISTANT window with the question Left Turn Protected Only appearing in the upper left hand
101. l Phasing Selection Select which Phasing Patterns are needed CR to select and lt ESC gt to exit Y z phasing selected not selected s not possible Note that with overlap and without overlap are mutually exclusive Figure 16 PASSER II Phasing Pattern Data Screen leading press ENTER to toggle a Y which will appear Scroll down to choose the phasing selections with overlaps to minimize delays The cross street phasing must be chosen using engineering judgment because PASSER II only allows one cross street phasing selection While any of these phasing patterns could be chosen the dual left turns leading with overlap is chosen Figure 17 shows the phasing pattern screen after the phasing patterns have been toggled for analysis If the analyst is unsure of the optimal cross street phasing pattern the model may be rerun using each of the possible choices and choosing the phasing pattern resulting in the lowest delay Press lt ESC gt twice to return to the Main Menu All necessary geometric volume and signal phasing information has been entered and the PASSER program is ready for execution r LF21 1 IF31 lt ESC gt Phasing Patterns Entry Arterial Name FM 1111 Intersection Number 1 Cross Street CR 99 Rrterial Cross Street Dual Lefts Leading with overlap Dual Lefts Leading without overlap Throughs First with overlap Throughs First without overlap Left Turn 3 Leading with o
102. le will concentrate on the Phase II analysis for the eastbound direction using the FREQ10PC model 1 Start FREQ10PC Open the FREQIOPC program and press any key to continue until the option to press 0 1 or 2 appears Choose option 2 Priority Entry Analysis for this project this option will be used for the majority of user cost studies for freeway projects The main menu will appear and since we are starting a new problem choose option 1 2 General Description The general description screen will appear allowing the user to input project information route direction dates and comments Press F1 to edit the screen The cursor will appear at the route description Type in the route being analyzed which is I 10 Eastbound East Freeway Complete each portion of the project description by pressing ENTER after each entry Once the description of the project is complete the cursor will appear at the message Choose your option press F10 The freeway design screen will appear 3 Entering Freeway Geometry Step 3a From the traffic control plans you should be able to determine the number of lanes and type of ramp for each freeway subsection Beginning at subsection 1 you are asked to input the number of lanes Press 2 to indicate that this is the number of lanes in subsection 1 and press ENTER NOTE If you try entering an on ramp in subsection 1 you will receive an error message stating Subsection 1 may not have a
103. lus the pedestrian clearance time Coordination Offset This offset is the time from a system reference point to the cycle s beginning point for each signal controller in the system PASSER 1I 90 calculates offsets for each signal in the progression system to maximize the progression bandwidths for the arterial These offsets can be visually checked using the LEART simulation One advantage of PASSER II is the ability to simulate traffic operations using a dynamic animation The dynamic arterial animation system LEART allows users to examine traffic operations at one or all arterial intersections simultaneously Vehicles are shown as different colored blocks depending on the traffic movement left turn right turn through and if they are stopped at the intersection Two performance measures are dynamically 24 updated on the screen PVG and DELAY PVG is the percentage of total vehicles passing through the intersection on a green indication and DELAY is the average delay in seconds per vehicle when vehicles pass through the intersection Figure 2 shows an example of the LEART animation screen Figure 2 Example of the LEART Animation Screen Embedded Data These parameters are the study assumptions calculation equations and evaluation criteria used by the program Parameters such as pretimed or actuated control ideal saturation flow analysis period left turn sneakers phase lost time unit of delay level of service LOS delay crit
104. n on ramp Press any key to continue FREQ10 will only allow a mainlane origin at the first 87 subsection In addition the last subsection will only allow a mainlane destination and therefore an off ramp is not allowed Press ENTER to identify that there is no on ramp at the beginning of subsection 1 Press 1 to indicate the type of off ramp at the end of subsection 1 as illustrated in the traffic control plans is a right sided one lane exit TTI s past experience has been to not use the merge analysis module of the FREQ model for user cost studies It is recommended that this option is turned off by pressing 1 for each subsection The FREQ model also allows for the input of freeway grade and truck percentage information This information is used by the model only for emissions and fuel consumption outputs and does not impact the operational results Therefore it is not necessary to include these values Step 3b A blue screen will now appear illustrating the geometry of the data that was input for a two lane roadway with a mainlane origin and a mainlane destination with a one lane exit on the right side To edit this screen press F1 You are asked to input a per lane ramp capacity limit default To follow the HCM guidelines a capacity of 1 700 is input Press ENTER and you are prompted to a destination 1 limit Input 1 700 since the HCM manual states that 1 700 is the capacity of a one lane exit ramp Press
105. nd will be examined to determine delay during Phase 1 during the PM peak hour as an isolated signalized intersection using PASSER II and post construction as a diamond interchange using PASSER IID The Phase 1 and post construction intersection geometry and volumes are shown in Figure 38 The post construction volumes are lower because the newly constructed mainlanes are carrying a majority of the through traffic and the frontage road being non continuous at the railroad tracks Willowbend Phase Geometry and Volumes ae Js T1 j S lp g gt 20 gt EY SRI Ras Figure 38 Willowbend Geometry and Turning Movements during Phase 1 and Post Construction 72 Phase 1 AM Willowbend 1 Start PASSER II Enter the PASSER II 90 program following the instructions given by your instructor Go to the main menu and choose option 2 read old data from disk The program will ask you for a subdirectory and filename After choosing a subdirectory as instructed choose the file ex6plcom dat The file will load and return to the main menu screen 2 Edit arterial data From the main menu choose option 3 edit data Once in the edit menu Figure 39 choose option 1 edit arterial data The arterial data screen Figure 40 allows the user to input general project information cycle length ranges for analysis direction designation for movement 2 output options Note that the progression options have been blacked
106. ne additional delay due to construction assumptions were made to provide a consistent user cost analysis No diversion to alternate routes Minimal impacts to cross street traffic No impacts from other freeway construction projects and Construction performed only one phase at a time As a result of narrow travel lanes reduced and or no shoulders and minimal clearances as illustrated in the traffic control plans flow rates and capacity are reduced on the freeway mainlanes Drivers will compensate for being laterally close together by slowing down and observing longer longitudinal spacings The adjustment factor from Table 3 2 of the HCM Table 1 is based upon lane width the distance to the nearest lateral obstruction whether lateral obstructions exist on one or both sides of the roadway and the number of lanes on the freeway are used to reduce capacity on freeway sections during construction Four lane freeways will experience more severe impacts from restricted lane widths as opposed to six or eight lane freeways The following drawing illustrates the basic geometry of the study section Subsection SS1 S82 ss3 SS4 SS5 SS6 Length 3000 2620 2950 2360 2100 2690 Lanes 2L 2L 2L 2L 2L 2L eo o o 5 3 i i E AE POP S P All entry exit D O rampa t lane t Step 3 Data Collection The primary element to a user cost analysis is the availability of traffic demands within the project area Freeway mainlane and r
107. node fashion These models should be used for special cases of very complicated construction activities in urban areas By correctly applying traffic models documented above the evaluator should have adequate resources to determine the delays associated with a majority of road user cost studies However there may be some projects in which other methodologies may be more appropriate An example of this is a toll facility in which the value of lost revenue due to delayed completion of a project could be considered in the estimation of liquidated damages For the vast majority of TxDOT construction projects the FREQIOPC PASSER MNI models hand calculations or a combination of these will be sufficient to complete the road user cost studies In special instances the evaluator should use other accepted techniques as necessary Step 2C Capacity Determination Although some of the computer traffic models complete the capacity calculations internally based upon user supplied inputs such as lane widths lateral obstructions traffic mix etc there may be some instances where the user must determine the actual roadway capacity Or the user may also be required to provide the model with a capacity reduction factor for a specific situation Just about any accepted standard practice may be used for determining the capacity of a given roadway However to provide for consistency among road user cost studies it is highly recommended that the procedu
108. nstruction are illustrated by Figure 21 Although 53 this project has five distinct phases the signal operations for the PM peak of Phase 1 will be presented as an example ewwe MILTON E iy fn RII S12 4 7770 E lt E digg d i ni SE HL S aE siis T 3 i A 29 THE El 3i i ES EE HEE RI C SISSi dii i dc W gi lg 988 4 d 1 Sa BET S sa 10 e DE nme TEES p ag SE PHBE i mE Se Hiden i Ri MELLI la m Y TEE 1 a d n SEE SHEET 2 FOR INDEX OF SHEETS Figure 20 Project Layout for Example 4 54 Busayd pejoejoJd 17 IV 9 CO eros nad nu 8 Ld mE amasa E 2 4 uojonaguoo oe ae iT EX uu A ee zs uet Sle EU RB ED Ed ar E AR ae Z ul E 5 E a o 3 f g n Ime dE Tc hM a o te T a Is ELE EU 5 ta ES 001 0083 0 ot 008 DOE lt Figure 21 Arterial and Intersection Layout for Example 4 Step 2 Define Analysis Approach The basic study section is a single arterial with four leg intersections with three exceptions the diamond interchange at US 90A and 1 610 the intersection of Kirby and OST and the intersection of OST and US 90A a three legged intersection Because of the proximity of the diamond interchange with the Buffalo Speedway intersection the relatively minor contribution to additional delay expected at the OST and Kirby intersection and the arterial nature of the overall problem PASSER II
109. nter data for subsections 2 through 6 and use the F3 and F4 keys to check your simulation design Feel free to ask any instructor for assistance if needed After entering subsection data for subsection 6 choose option EXIT to take you to the modification menu Volume data is the next parameter to be input to the program Choose option 4 input modify time slice demands to bring up the freeway time slice demand data edit screen This study will use 24 individual time slices each representing a one hour time period Press F1 to edit this screen Keep the default 24 hour time slices but change the time slices per hour to 1 Keep the default 0 for the type of demand data since we have hourly time slice counts The time at the beginning of the first time slice will be 12 00 a m enter 00 00 and press ENTER The cursor should now be at the Choose your option prompt Check the screen for errors and if there is a need to edit press F1 if not press F10 to begin entering volume data 95 Enter volume data by hour for each origin either mainlane origin or entry ramp or destination either mainlane destination or exit ramp by pressing F1 and entering each volume then pressing ENTER after each hourly volume is input After all volumes on each screen are input press F4 to edit the next set of input or output volumes Check each set of volumes by pressing F3 to go to the previous screen or F4
110. ntered Choose the third option edit intersection phasing data A list of intersections is shown Choose intersection 7 Kirby PASSER II will allow the selection of four possible phasing patterns for the arterial and only one for the cross street Figure 29 shows the phasing pattern screen with no inputs The cursor should be on the arterial dual lefts with overlap Press ENTER to toggle a Y which will appear Next choose the four phasing selections with 62 overlaps to minimize delays The cross street phasing must be chosen using engineering judgment as PASSER II only allows one cross street phasing selection While any of these phasing patterns can be chosen the left turn three leading with overlap is selected since there are three times as many left turns while the through volumes are similar Figure 30 shows the phasing pattern screen after phasing patterns have been toggled for analysis If the analyst is unsure of the optimal phasing the model may be rerun using each of the possible choices and choosing the phasing resulting in the lowest delay Press lt ESC gt twice to return to the edit menu F2 1F3 lt ESC gt Phasing Patterns Entry Arterial Mame South Main US90a Intersection Number 7 Cross Street Kirby Arterial Cross Street Dual Lefts Leading with overlap Dual Lefts Leading without overlap Throughs First with overlap Throughs First without overlap Left Turn 8 3 Leading with overlap Left
111. nterior Travel Time and Overlap as a Function of Separation Distance Between Intersection Stop Lines Distance feet Travel Time seconds Overlap seconds 67 6 4 94 7 5 125 8 6 160 9 7 200 10 8 244 11 9 288 12 10 332 13 11 376 14 12 420 15 13 Reference PASSER III 88 User s Manual The five signal phasing options are also listed on this screen with inputs for internal and external offsets Figure 5 presents a summary of the phasing code 30 FRONTAGE ROAD eB 9A C CT ARTERIAL LEFT TURNS ec FRONTAGE ROAD ARTERIAL PHASING LEFT SIDE LEFT TURN RIGHT SIDE CODE PHASE SEQUENCE SEQUENCE PHASE SEQUENCE LEAD LEAD LAG LEAD LAG LAG TTI LEAD Figure 5 Phasing Code Descriptions Used by PASSER III 3l descriptions used by PASSER III To find the most efficient operation for any phasing type enter a Y in the Run Delay Offset Analysis column If a lt N gt is coded in the Run Delay Offset Analysis column the program will allow the user to enter an internal offset for analysis If applicable the user then can evaluate certain external offset by entering values in the Forced ext column Data entry is not allowed in the Forced ext column for the first interchange Interchange Movement Data The interchange movement data input screen allows the user to enter volumes saturation flows and minimum phasing lengths for each movement The assi
112. ny projects other projects may be able to determine the road user cost from a pre determined set of values based on capacity reduction and AADT These types of standardized tables can be especially useful in highway projects where the reduction in capacity is the only variable While road user costs for typical highway projects can be generated by examining these tables these values only represent a magnitude of additional motorist costs associated with a project The appropriate computer program should be used with project specific data to estimate the additional motorist cost for a specific project Standard type tables usually generate a road user cost for a daily delay but for example if a project only reduces capacity at night when volumes are low the road user cost will obviously be different from the project which reduces capacity 24 hours Table 3 presents an example of a table created to estimate the road user cost for the delayed completion of a rural highway project 14 from a two lane undivided to a four lane divided facility This table is taken from TTI Research Report 1310 F Comparison of Contracting Strategies for Reducing Project Construction Time 3 Several tables were produced in this report for different freeway configurations and lane closures The tables in TTI Report 1310 F are likely to be reevaluated and updated and should not be used for future road user cost projects as these were developed for illustration purpo
113. o enter zero for left turn volume saturation flow rate and minimum green time The cursor will then move to the through volume for the northbound approach Press the F3 key to bring up the assistant Enter zero for left turns 1 765 for throughs and 26 for right turns Continue by calculating the saturation flow for this approach two 12 lanes The cursor then moves to the left turns for the eastbound Willowbend approach This approach does not have a left turn bay so press the F2 key until NO BAY is highlighted Go down and enter zero for the minimum green time Move the cursor back up using the scroll up key to the left turn volume 75 entry Press the F3 key to bring up the assistant The assistant will tell you that you will have permitted phase operation Enter the left turn volume 176 vehicles Once the cursor is back to the eastbound left turn volume press ENTER twice to go to the eastbound through movement Continue to input the data for the eastbound and westbound approaches Figure 42 shows what the screen should look like once all volumes and saturation flow rates have been input STREET NAME Willowbend NEMA VEHICLE MOVEMENT INTERSECTION 1 4 711 VOLUMES 32 3 lt N SAT FLO 1809 1805 MIN PHS 18 0 RENO ZEN VOLUMES 1791 VOLUMES 120 Ly r SAT LOU 3612 Sni FLO 1805 N MIN PHS 156 919 MIN PHS 10 1 e ee ARTERIAL NOME US ra M EET US90a pE nei Seis ss gt VOI UMF S i 1
114. o of the most popular are TRANSYT 7F and SYNCHRO TRANSYT 7F is presently available in an updated version Release 8 for 500 SYNCHRO was developed in the private sector and is very expensive pricing currently begins at 4 095 for agencies with up to 400 signals under their jurisdiction If the evaluator decides to use one of these two models or another model the results may not be consistent with these determined by the PASSER series Until these programs are evaluated for specific applicability to road user cost studies TxDOT staff should use the PASSER series of programs on all construction projects involving roadways with signalized intersections Many construction projects in urban and rural districts are completed on sections of freeways In most cases the freeway construction may impact the traffic due to reduced capacity resulting from narrowed freeway lanes the removal of shoulders and a reduction in the distance from the travel lanes to any lateral obstructions The capacity of the freeway in these cases may be estimated by the procedures which will be examined in Step 2C Several microcomputer programs can be utilized to simulate freeway operations of a freeway under construction The expertise within TxDOT for evaluating freeway operations using the available models may be somewhat limited when compared to that for signal operations Many of these models require an extensive amount of data collection to produce valid results and eac
115. opment of contour maps are not required but are ideal for visually examining traffic impacts therefore exit the screen by pressing F10 Edit the screen press F1 and select 1 freeway and arterial subsection design features and freeway ramp capacity limits Press F10 to exit the screen Press F1 to edit the screen and select 1 freeway summary table and freeway mainlane delay summary table default other print results Press F10 The command prompt will ask if you want to save print selections in a file This is a handy option in that in most cases a similar output is desirable for al l user cost studies After you press N the FREQIOPE program will run automatically and the results are output to a separate file The program will tell you the simulation run was successful if not then view the error message and correct the error accordingly The name of the output file is freq 10pe out and you can open the output file in MS DOS with an edit command or open the file in any file editor In a short technical report document the construction sequencing modeling techniques traffic volumes delay results obtained from the models the current value of time used and a summary of the estimated road user cost associated for each construction phase 90 EXAMPLE 7 TEMPORARY DAILY LANE CLOSURE FREEWA Y WORK ZONE ON URBAN FREEWAY This example determines the weekday road user cost for a daily roadway closure on SH 288 south of the Hous
116. or FM 1111 and CR 99 43 Step 4 Estimation of Road User Costs This example will require a different technique to estimate the delays during the existing geometrics and that of the newly constructed signalized intersection The 1994 HCM methods were used to complete an analysis of the existing all way stop controlled intersection for the AM Mid Day and PM peak hour conditions To estimate intersection delay after construction is complete with a signal in place use PASSER II 90 to calculate delays for the hours using the same traffic volumes as used for the existing conditions Step 4a Use of 1994 HCM method for determining delay at all way stop controlled intersections The 1994 HCM presents a method to calculate the estimated delay at an all way stop controlled intersection While this method can be hand calculated it lends itself to a spreadsheet solution Allison Meadors of TxDOT s Traffic Operations Division in Austin developed a Microsoft Excel spreadsheet to solve the many calculations of this method The only data needed to complete this analysis is the turning movement count and a knowledge of the number of approach lanes for each direction Specific steps are as follows 1 Open Microsoft Excel 2 Load the file c traffic hcm94 xls NOTE The file name could change depending upon the setup of the computer 3 The two data entry entities needed for the spreadsheet are turning movements and number of approach and o
117. or without Parallel Arterials HOV Benefits on Freeway Corridors FREQ10PL and Benefits of Ramp Metering on Freeway Operations FREQIOPE FREQIO is a traffic simulation model suited to priority lane handling FREQIOPL HOV or priority entry handling ramp meters on freeways FREQIOPE FREQ was developed in 1968 and continuously improved in response to changing traffic theory traffic demand modeling and simulation modeling techniques Capabilities include detailed fuel consumption and emissions models modal shift models spatial shift models optimization models and improved input and output capabilities An updated model designated as FREQ11 can be obtained from the Institute of Transportation Studies at UC Berkeley TxDOT has free distribution of FREQ10 Release T91 which is sufficient for most applications of road user cost studies Inputs to the FREQ model include freeway design features subsection lengths capacity speed flow curves optional location and capacity of ramps grades number of lanes freeway demand time slice specific or synthetically generated O D data optional alternative route traffic flow and geometric connections to freeway optional HOV design specifications FREQIOPL only optional ramp control specifications FREQIOPE only optional time slice specific reductions in subsection capacity for incident scenarios or roadway maintenance FREQIOPE only 34 FREQ is one of the most easy to use freeway model
118. ours in the subsection that is affected by the lane closures To modify the data set choose option 4 modify data set The modification menu appears Then select option 5 input modify arterial and other optional data Press F1 to edit the optional data screen Keep all values the same except toggle the reduced capacity option to 1 to engage the reduced capacity algorithm Press ENTER to return to the Choose your option prompt Among several edit options at the bottom of the screen is FS REDUCED CAP Press F8 to enter the edit capacity screen In this case the lane closure is at the end of subsection 5 and no other subsections will have a reduced capacity Press the F4 key until the subsection 5 screen is shown Press F1 to take the cursor up to the capacity window The hours of lane closure were 8 00 a m to 5 00 p m which corresponds to time slices 9 through 17 Change the capacities of time slices 9 through 17 to 3 860 vph this capacity results from an additional 8 from the non work zone condition found using the adjustment factors for lateral obstructions Once back to the Choose your option prompt press F10 to return to the optional data screen If no other changes need to be made press F10 to return to the modification menu Note that we previously entered BASE CONDITION in the comments section in the general description edit screen Select option 1 to edit the general description edit screen
119. planned construction schedule The application of road user costs may not be necessary for all projects The criteria for the selection of projects requiring road user cost studies will be based upon a policy currently under development Over the past 10 years the staff of the TTI Houston office has completed over 50 road user cost studies for the Houston District These have ranged from complicated freeway reconstruction projects requiring the use of computer simulation models to simpler projects where hand calculations were used In order to transfer the technology of completing these studies to TxDOT on a state wide basis the Construction Division has contracted TTI to develop a short course to provide instruction on the techniques of determining the construction related road user costs for various types of projects in a consistent manner throughout the State This two day course is a result of that effort COURSE OVERVIEW The purpose of this two day short course is to provide TxDOT staff with the expertise to complete road user cost studies for roadway construction projects Upon successful understanding of the material in this course each student will be able to 1 Select the appropriate technique to prepare a road user cost study for various construction projects 2 Complete a user cost study which will be consistent with other road user cost studies undertaken throughout the state This two day course will briefly present a proces
120. pposing traffic lanes Figure 9 Enter the turning movement data and number of subject approach lanes and opposing approach lanes example for the northbound direction the number of opposing approach lanes is the total number of southbound approach lanes 4 Note the total intersection delay value as calculated at the bottom of the spreadsheet Figure 10 illustrates the completed spreadsheet for the AM peak hour The spreadsheet should give a total intersection delay of 52 81 vehicle hours of delay for the AM peak period For this analysis the PM and Mid Day delay would also be calculated by inputting the PM and Mid Day turning movement counts into the spreadsheet It is recommended that the user print out and or save the Microsoft Excel spreadsheet file for each time period studied for documentation purposes The next step is to analyze AM operations after the roadway and signal improvements are in place 44 Intersection FM 1111 and CR 99 Time Step Calculation EB WB NB SB 1 LT Volume 85 90 2 TH Volume 270 560 3 RT Volume 95 45 4 PHF 1 00 1 00 1 00 1 00 5 LT Flow Rate 95 85 90 25 6 TH flow rate 300 270 560 610 7 RT fiow rate 90 95 45 100 8 Approach flow rate 485 450 695 735 9 Proportion LT 0 20 0 19 0 13 0 03 10 Proportion RT 0 19 0 21 0 06 0 14 11 Opposing Approach WB EB SB NB 12 Conflicting Approach NB SB NB SSB EBWB EBWB 13 Subject Approach flow 485 450 695 735 14 opp approach flow 450 485 735 695 15 confi approach flow
121. r Left Turn Movement nere 27 Figure 4 Assistant Function for Through Movement i 28 Figure 5 Phasing Code Descriptions Used by PASSER III eene 31 Figure 6 Interchange Movements Required by PASSER II eene 33 Figure 7 Layout of the Alice Relief Route in Jim Wells County eene 37 Figure 8 Detour Plan Bridge Beam Erection eere eene enne 38 Figure 9 Existing and Proposed Geometrics and AM Peak Period Turning Movement Count for EM EET and CR 99 diede ee Renee 43 Figure 10 Completed HCM Analysis of All Way Stop Control Section senes 45 Figure 11 PASSER II Main Menu Screen eene nnnm nennen rennen rennen nnne nnne 46 Figure 12 PASSER II Input Menu Screen eene e nennen enne nre enne 47 Figure 13 PASSER IL Arterial Data creci ni 47 Figure 14 PASSER II Vehicle Movement Screen L eene emen nne nnne 48 Figure 15 PASSER II Vehicle Movement Data Screen Completed for Example 3 50 Figure 16 PASSER II Phasing Pattern Data Screen ooooococnnooccccnnonocncnnnonanocnnonanncnnnnnnnc conan cnn c nano reete 51 Figure 17 Phasing Pattern Data Screen Completed for Example 3 see 51 Figure 18 PASSER II Output Menu Screen 0 0 eee eeesseeccessnececeesseeeecesseeeceesaaeeesessaeeesessaeesessaeees 52 Figure 19 PASSER II Measu
122. ration may also exaggerate delay values reported by PASSER II Usually these type delay numbers are obvious to pinpoint for seasoned PASSER II users Check estimated queue lengths and average vehicle delay to help determine reasonableness of the reported delay numbers especially in situations where alternate routes exist PASSER II calculates almost all timing information needed for field implementation Webster s method is used to calculate recommended cycle lengths and green splits Travel time is used to find optimal coordination offsets maximizing progression bandwidths Alternative signal phasing is analyzed to optimize progression Measures of effectiveness MOEs include arterial progression efficiency and attainability average speed through system system maximin cycle length movement phase times v c ratios delay second vehicle level of service queues stops total intersection delays and minimum delay cycles System measures of effectiveness include average intersection delay total system delay total system fuel consumption and total system stops 26 STREET NAME Mockingbird NEMA VEHICLE MOVEMENT INTERSECTION 1 4 7 5 VOLUMES 568 43 N SAT FLO 5250 1700 MIN PHS 16 10 VOLUMES 1114 VOLUMES 68 by 4 r BAT FLO 3500 SAT FLO oa MIN PHS 216 5 5 MIN PHS ARTERIAL NAME A Skillman Avenue VOLUMES 1 1 5 2 VOLUMES 431 V t SAT FLO 1700 BAT FLO 2791 4 MIN PHS 10 MIN PHS m Command Keys VOLUM 240
123. res documented in HCM 1 be used Users may also use the Highway Capacity Software HCS which is a computerized version of the HCM As long as the users are consistent in the determination of the capacities the use of most any method is valid The estimation procedures should be well documented and kept as part of the project file As one becomes more familiar with completing road user cost studies and reviewing traffic control plans it will become more obvious that during most situations the capacity of the roadway is normally restricted due to lane width reductions and the placement of concrete barriers in close proximity to the travel lane Table 3 2 of the HCM Table 1 can be utilized to approximate a capacity adjustment factor Although primarily designed for use on freeways the adjustment factor can be used to estimate the reduction in capacity of lanes on arterial streets This will provide for a consistent methodology for determining the roadway capacity in various steps of a construction project Capacities for all way stop control or two way stop control can also be calculated using procedures in HCM Table 1 Adjustment Factor for Restricted Lane Width and Lateral Clearance Adjustment Factor Distance From Obstructions on One Side Obstruction on Two Sides Traveled Way 1 To Lane Width ft Obstruction 12 11 10 12 11 10 ft 6 1 00 0 95 0 90 1 00 0 95 0 90 4 0 99 0 94 0 89 0 98 0 93 0 88 2 0 97 0 92 0 8
124. res of Effectiveness Screen for Example 3 sees 52 Figure 20 Project Layout for Example 4 nennen nne ener hene nnne 54 Figure 21 Arterial and Intersection Layout for Example 4 i 55 Figure 22 Tube Count Locations i 57 Figure 23 PM Volumes for Example 4 sese enne enne nnne en nnne enne 58 Figure 24 PASSER II Main Menu Screen enne enne eene e nnne ene nnee enn nennees 59 Figure 25 PASSERT Edit Meningitis 60 Figure 26 PASSER II Arterial Edit Screen Completed for Example 4 sees 60 Figure 27 PASSER II Vehicle Movement Data Screen essen eene nennen 61 Figure 28 PASSER II Vehicle Movement Screen Completed for Example 4 i 62 Figure 29 PASSER II Phasing Pattern Input Screen nemen nennen 63 Figure 30 PASSER II Phasing Pattern Screen Completed for Example 4 eeeesecceessneeeeeesneeees 63 Figure 31 PASSER II Arterial Geometry Data Input Screen eee 64 Figure 32 Figure 33 Figure 34 Figure 35 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 LIST OF FIGURES Page PASSER IT Output Menu Scteeti creer Rr ERR eR EU ER E
125. rsection to a four lane roadway with continuous two way left turn lane with a traffic signal installation at the intersection This project is fairly typical in urban and rural districts throughout the State The user costs can be estimated by comparing the total intersection delay of the existing traffic conditions at a stop controlled intersection with the post construction condition of capacity increase and signal installation Delay calculation techniques as 41 presented in the 1994 Highway Capacity Manual for stop controlled intersections and the PASSER II 90 model for signalized intersection are used for this project Basic geometrics and capacity information are summarized as follows Existing Conditions Proposed Conditions one lane each direction two lane approach with dedicated left turn lane 2 foot lanes 12 foot lanes all way stop controlled intersection eight phase signal operation with overlap phasing protected turn lanes and phasing Step 1 Review Traffic Control Plans TCP In this case a detailed review of the TCP is not needed to complete a valid road user cost study The information necessary to complete the road user cost is given the existing and proposed geometrics lanes approach lane widths and signal system information Step 2 Define Analysis Approach A simplistic approach of completing a before and after study of traffic operations at the intersection can be completed The before condi
126. ruction using PASSER II During the later phases the two intersections changed to diamond interchanges Willowbend and Hiram Clarke are analyzed with PASSER II Traffic volumes at these intersections are reduced for the post construction analysis because of the traffic diversion to the new freeway The detours are typically at night 10 00 p m 5 00 a m and exist over a wide area Computer simulation of the detours is probably not the most efficient and timely solution As a result several travel time studies were completed to determine the additional time needed by drivers to traverse those detours and manual calculations similar to that completed in Example 2 were used Step 3 Data Collection Seventeen automatic tube counters were placed in the field for a week Two hour manual turning movement counts were completed at the three signalized intersections US 90A at Willowbend Stella Link and Hiram Clarke Figure 35 presents the location of the automated tube counts Step 4 Data Reduction The tube counts and manual turning movement counts were combined to develop a turning movement diagram for each study intersection for the AM Mid Day and PM peak hour Engineering judgment must be used to ensure that the turning movement and automatic tube counts are reasonable and reliable After examination of the automatic tube counts and turning movement counts it was assumed that a majority of motorist delay during construction will be due to d
127. s both values are determined using valid methodologies Each District may wish to determine which methodology is most appropriate for the majority of its projects and use only that method In most cases the before and after delay analysis is sufficient However this decision should be made on an individual project basis STEP 3 CONVERT TO USER COSTS The third step involves converting the vehicle delays into a monetary value and specifying the amount of the actual user costs to include in the construction contract as liquidated damages In order to determine the monetary value the current value of time must be known Step 3A Value of Time The basis for determining the current value of time is a 1985 Texas Transportation Institute report The Values of Travel Time New Estimates Developed Using a Speed Choice Model 2 This study derived the value of time employing a speed choice model that assumes a rational driver chooses a travel speed to minimize total driving costs Total driving costs include value of time vehicle operating costs accident costs and traffic violation costs The study recommends the following values of time in 1985 dollars 12 Drivers 8 03 per person hour and Passenger Car 10 04 per vehicle hour assumes 1 25 persons per vehicle The value of time is adjusted to current values by using the Consumer Price Index CPI Table 2 illustrates the CPI and value of time from 1985 to 1997 Current CPI
128. s on using the FREQIO freeway simulation model to estimate delay on freeway sections while the fourth group of examples will estimate delays on freeways due to lane closures using FREQIO EXAMPLE 1 ROADWAY ON NEW LOCATION US 281 ALICE RELIEF ROUTE calculations by hand This project provides for the construction of the Alice Relief Route a 9 9 mile facility bypassing downtown Alice This is a new facility on a new location The southern portion of the project is currently under construction and a user cost study for the northern segment is needed This example illustrates using hand calculation techniques to determine road user costs Figure 7 presents the layout of the proposed Alice Relief Route in Jim Wells County Step 1 Review Traffic Control Plans TCP A review of the available TCP indicated minimal impacts on the existing traffic If the user cost study was halted at this juncture no user costs would have been assigned to the project However there will be a time savings to traffic after the route is completed so a very simple analysis can be performed 36 BeGi Bue N TERMINAL RESERVOIR CO RU 24 ae ay J CORD 24V y EA a A AA Ab sse HL TZ current ne Cons fe Cw Er EE O2S4 o23 OKLelc Highway U S ze SUE de wel 2 CA o U S HW Y 281 MAP tn WA En 20 ACE verks E F END Len Sete Aoc F
129. s to select the proper techniques to complete a user cost study the correct way to use either manual methodologies or computer simulation tools to determine user delays and how to convert the user delays into a monetary value The following course agenda provides a general guideline for review of the course material and conduct of the class Students are encouraged to actively participate in the short course by asking questions as necessary All class material was developed based upon the experience and expertise of TTI staff in preparing a wide variety of user cost studies for the Houston District Even though the majority of the example problems are within urban areas the techniques can be applied to rural areas of the State as well The work efforts of several TTI staff are represented in this short course Primary authors of the course are Darrell W Borchardt P E and Anthony P Voigt P E COURSE AGENDA DAY 1 Session 1 Introductions Course Overview Session 2 Steps to Complete a User Cost Study Data Requirements Selection of Analysis Technique Conversion to User Costs LUNCH BREAK Session 3 Example Problems DAY 2 Session 3 Example Problems Continued LUNCH BREAK Session 4 General Comments on Selected Computer Models Session 5 General Discussion Summary NOTE Other breaks will be scheduled throughout the day as necessary STEPS TO COMPLETE A USER COST STUDY There are three basic steps to complete a road user cost study RU
130. search Report 396 2F 1985 McFarland W F R J Kabat and R A Krammes Comparison of Contracting Strategies for Reducing Project Construction Time TTI Research Report 1310 1F March 1994 Chang Edmond Carroll J Messer Arterial Signal Timing Optimization Using PASSER II 90 Program User s Manual TTI Research Report 467 2F 1991 Fambro Daniel B Nadeem A Chaudhary Carroll J Messer and Rene U Garza A Report on The Users Manual for the Microcomputer Version of PASSER III 88 TTI Research Report 478 1 September 1988 108
131. ses only In the example of Table 3 the estimated road user cost is dependent on the percentage of truck traffic and AADT The tables as presented in the referenced report were developed for illustrative purposes only and are not intended to be directly applied to specific construction projects Table 3 Additional Daily Motorist Costs Due to the Delayed Completion of a Rural Highway Project from a Two Lane Undivided Highway to a Four Lane Divided Highway Additional Daily Motorist Costs day AADT 5 Trucks 10 Trucks 2096 Trucks 5000 0 100 100 10000 200 200 300 15000 300 400 500 20000 600 700 1000 25000 1000 1200 1500 30000 1600 1900 2400 Source Reference 3 Step 3B Amount to Specify as Liquidated Damages The next step is to specify an amount in the construction contract as the liquidated damages to be incurred by the selected contractor for not completing project deadlines This liquidated damage is a sum of TxDOT engineering costs i e costs to pay for TXDOT staff to monitor and administer the project and a portion or all of the estimated road user costs A previous study by TTI recommended that 25 percent of the motorists costs be included in liquidated damages 3 This reduction of the estimated road user costs by 75 percent provides for a very conservative use of the actual delays incurred on the public by delayed completion of the project Step 3C Documentation The final step which should
132. stant functions accessed by pressing F3 are very helpful to the user in completing data input for the interchange movement data Volumes are entered for only those vehicles impacted by the signal timings Free U turning vehicles and right turn on red vehicles should not be included in these volumes Diamond interchange movements that must be counted are shown in Figure 6 Saturation flow is easily calculated using the assistant function The user must ensure that the input minimum green times for each side of the interchange do not exceed the minimum cycle length input in the Freeway Identification Screen For optimization runs a minimum phase time for each movement of 10 12 seconds is typical when pedestrian traffic has pedestrian actuation available Frontage Road Progression Data For simulation optimizations where there is more than one subject interchange it is necessary for the user to input frontage road information such as link distances stopline to stopline speed average desired running speed or posted speed limit and queue clearance times the time in seconds that the platoon should arrive at the intersection after the green interval has begun Outputs include summaries of general information and data input freeway cross street names dates etc delay offset diagrams optimal progression solution optimal cycle lengths progression speed bandwidth efficiency and attainability frontage road progression information
133. t arterial name enter lt FM 1111 gt district number enter lt 0 gt and date enter today s date Refer to Figure 13 for the correct 47 inputs for this example Press ENTER to move between fields After entering the general data enter a beginning cycle length of 60 seconds For isolated intersection simulation when number of intersections input 1 the program does not allow for a range of cycle lengths to be simulated The program will run with this cycle length and determine a best cycle length that can be re input after the initial simulation Enter a Movement 2 direction of 3 for an easterly direction This will match our turning movement layout in Figure 9 The output level input allows the user to specify the amount of output available for this example leave at zero to output all information The program also allows the user to specify between the PASSER II best solution or the AAP P2 best solution Select zero the PASSER II best solution BUT DO NOT PRESS ENTER Figure 13 indicates how this screen should appear Press ENTER The screen will now ask for the name of cross street 1 in our case enter CR 99 and press ENTER The program automatically moves directly to the Vehicle Movement data edit screen Figure 14 and asks if any data needs modification Enter Y STREET NAME CR 99 NEMA VEHICLE MOVEMENT INTERSECTION 1 4 715 n VOLUMES 0 0 N SAT FLO 0 0 MIN PHS 0 0 N VOLUMES 0 VO
134. th is the smallest cycle length the program will 29 use to calculate a solution The program will not allow the user to input a cycle length less than 40 seconds The upper cycle length is constrained by the lower cycle length value as the lowest value and 150 seconds for optimization and 300 seconds for evaluation The cycle length increment is the number of seconds the program should use between the lower and upper cycle lengths for optimization five seconds is recommended Progression options include having the program calculate the band splits according to frontage road volumes If one frontage road is given priority with respect to progression the program allows the user to determine the relative importance of that progression by assigning the bandwidth percentages by hand Typically the user would allow the program to determine progression bandwidths Interchange and Signal Phasing Data Screen This screen provides certain inputs for signal phasing interchange geometry and operational data Options include permitted or protected left turn phasing options and interior travel time Table 5 Interior queue storage is based on the number of vehicles by movement through or left that can be stopped within the interchange without blocking frontage road traffic These storage amounts can be estimated by allowing one vehicle 25 of space Shared use lane capacity may be divided between lefts and through vehicles Table 5 Interchange I
135. that there are two eleven foot wide lanes on this approach Press the F3 key to activate the assistant and follow the prompts entering two lanes and 11 feet for the average lane width All other values remain the same Follow the same steps to enter and calculate the volumes and saturation flow rates for the other three approaches Figure 28 shows what the screen should look like once all volumes and saturation flow rates have been input If any of the inputs on your screen do not match those shown on Figure 28 please ask your instructor for assistance The program will then take you back to the list of cross streets press the lt ESC gt key to return to the edit menu STREET NAME Kirby NEMA VEHICLE MOVEMENT INTERSECTION 7 4 715 VOLUMES 830 50 N gt SAT FLO 3321 1686 MIN PHS 10 7 ZIN VOLUMES 1140 VOLUMES 58 by d r SAT FLO 3337 SAT FLO 1746 MIN PHS 15 6 o 5 MIN PHS 7 1 OO MRTERIAL NAME AAA South Main US90a VOLUMES 109 1 51 2 VOLUMES 458 SAT FLO 1686 SAT FLO 3407 1 MIN PHS 7 MIN PHS 15 gt M a ri Command Keys VOLUMES 158 670 F3 F2 SRT FLO 1686 un ASSISTANT BAY NO BAY MIN PHS 7 3151 lt ESC gt EXIT Figure 28 PASSER II Vehicle Movement Screen Completed for Example 4 4 Edit signal phasing Once back to the edit menu the phase sequences which PASSER II is to optimize for at the Kirby intersection need to be e
136. through construction 69 TEXAS TRANSPORTATION INSTITUTE WEEKLY VOLUME COUNT SUMMARY SHEET _ r t____T_e t _G_ Location US 90A EB W of Hiram Clarke Date 12 16 1997 Direction f Flow US 90A EB Channel This is 1 of 2 Site No 3010017 Day of Weck MON TUE WED THU FRI SAT SUN 5 Day 7 Day Weather Good Good Good Good Good Good Good 12 22 12 16 12 17 12 18 12 19 12 20 12 21 Avg Avg Hourly Hourly Hourly Hourly Hourly Hourly Hourly Hourly Hourly Volume Volume Volume Volume Volume Volume Volume Volume Volume AM Peak 6 9 Volume AM Peak 1194 Highest Hour PM Peak 2721 3 6 Volume PM Peak 931 Highest Hour Daily Total de Indicates sum is not full 24 hour total Indicates data is unavailable Figure 36 Hourly Volume Tube Counts US 90A Eastbound Hiram Clarke 70 TEXAS TRANSPORTATION INSTITUTE WEEKLY VOLUME COUNT SUMMARY SHEET Location US 90A WB W of Hiram Clarke Date 12 16 1997 Channel This is 2 of 2 Direction f Flow US 90A WB Site No 3010017 Day of Week MON TUE WED THU FRI SAT SUN 5 Day 7 Day Weather Good Good Good Good Good Good Good 12 22 12 16 12 17 12 18 12 19 12 20 12 21 Avg Avg Time Hourly Hourly Hourly Hourly Hourly Hourly Hourly Hourly Hourly Volume Volume Volume Volume Volume Volum Volume
137. tion will use a 1994 HCM based stop controlled intersection analysis Since the after construction condition will involve an isolated signalized intersection the PASSER II 90 computer model is used to estimate intersection delays with improved geometrics Step 3 Data Collection Hourly turning movement counts are needed to be able to use the HCM stop controlled analysis and the PASSER II 90 traffic signal optimization model For this example there were adequate resources available to collect turning movement count TMC data for the analysis It would not be practical to complete the TMCs for an entire 24 hour time period However the data should be collected during the AM PM and Mid Day traffic periods Based upon knowledge of traffic patterns in the area the AM and PM peak hour volumes were assumed to occur for three hours each on a daily basis The Mid Day turning movement patterns are assumed to occur for 10 hours each day While this will account for 16 hours of the day the remaining hours of the day late evening and early morning hours exhibit very low traffic volumes and will not 42 considerably contribute to the estimate of daily delay For this example the AM peak hour turning movement count and existing and proposed geometrics are presented by Figure 9 12 z UNI E C Turning Movement Figure 9 Existing and Proposed Geometrics and AM Peak Period Turning Movement Count f
138. to go to the next screen Once all volumes are input correctly press F10 at the Choose your option prompt to return to the modification menu FREQ has several program parameters that must be customized for each simulation In the modification menu choose option 5 input modify arterial and other optional data Each of the elements and the inputs for this example of the optional data edit screen are explained in brief Engage Arterial FREQ has an optional route algorithm that can be used to divert traffic from the mainlanes This option is not used for this simulation Keep the default input 07 Disengage Weaving Analysis FREQ will use algorithms to simulate the effects of weaving However this option should be disengaged for this analysis The algorithms are assumed to be based on traffic behavior both driver and vehicle characteristics present in the 1960 s and may not accurately reflect today s driver behavior Enter a 1 to disengage the weaving analysis Calculate Mainlane Delays Enter a 1 to engage the calculation of mainlane delays Another input will then appear on the screen asking for the speed to use for the calculations The default is 55 mi h enter 60 mi h which is the assumed free flow speed for this facility Engage Freeway Growth Factor This option is useful to grow volumes for future conditions For this simulation the input remains 0 User Supplied Speed Curves FREQ has the option for th
139. ton CBD This is basically an eight lane divided facility This example illustrates the use of FREQIOPE to simulate reduced capacity in a temporary work zone Step 1 Review Traffic Control Plan A review of the TCP indicates that a two lane closure is necessary to repair a series of pavement failures in the left most lane The location of these repairs is in the southbound direction of SH 288 between Binz and MacGregor Streets The contractor is limited to closing lanes between the hours of 8 00 a m and 5 00 p m This construction will occur on weekdays only during daylight hours Step 2 Define Analysis Approach The basic study section is shown in Figure 56 The freeway is a basic four lane configuration with an auxiliary lane between the Southmore entry ramp and MacGregor exit ramp Because it is anticipated that no diversion will occur during hours when the work zone is present the FREQIOPE freeway simulation tool could be used to determine the anticipated impact of the work zone to traffic conditions Two simulations will be performed 1 a simulation with the work zone present and reduced capacity due to the lateral obstructions on one side of the travel lanes and 2 a simulation with no work zone present to determine the recurring levels of vehicle delay subsection ss length lanes SB SH 288 ML all entry exit ramps one lane E 2 t f 8 MacGregor Exit Binz Entry MacGregor Entry construction area Figure 56 S
140. ts Within the study section the existing roadway is a four lane divided urban rural arterial with an elevated section over the railroad and two signalized intersections The 95 percent complete traffic control plan was provided along with the plan and profile sheets The detours and lane closures will only be allowed during non peak hours 10 00 p m Sunday night to 5 00 a m Friday morning and from 10 00 p m Friday night to 9 00 a m Sunday morning This analysis would involve determining the levels of additional congestion due to street closures detours or capacity reductions due to construction 66 Step 1 Review Traffic Control Plan TCP This particular project had 15 individual phases or steps and 14 separate detour operations Road user costs were calculated for each phase and detour There are two existing signalized intersections in the study area One one way stop controlled intersection Stella Link currently exists but will become signalized at project completion The two existing signalized intersections will be reconfigured to diamond interchanges It is recommended that the evaluator draw a diagram of the study area configuration intersection layouts for each phase of the project This is critical for projects similar to this where many different phases are involved Step 2 Define Analysis Approach The existing signalized intersections are isolated in operation and are analyzed as isolated intersections during const
141. tudy Selection and Freeway Geometry 91 Ideally traffic counts would be completed at each entry and exit ramp as well as across the mainlane section However limited resources reduce the data collection to a weekday hourly mainlane count for a 24 hour period and 24 hour total volume counts on all entry and exit ramps The number and width of lanes four lanes 12 wide distance between ramps and speed limit 60 miles hour are taken from the TCP or existing plans or other sources Step 4 Data Reduction FREQIOPE requires volume data to be given in hourly flow rates The entry and exit ramp volumes currently just 24 hour totals must be converted to hourly estimates This can be done in two basic ways 1 based on each hourly percentage of the total 24 hour mainlane count or 2 based on typical 24 hour volume distributions from other facilities in the area around the state or around the nation based on the characteristics inbound or outbound direction type of facility etc of the subject facility Because we are fortunate to have a hourly 24 hour volume count on the mainlanes of SH 288 we can distribute the entry and exit ramp volumes at the same hourly ratios as the mainlane hourly traffic distribution Figure 57 shows the actual data collected and the procedure to estimate the entry and exit ramp volumes based on the mainlane hourly traffic distribution Figure 57 is a spreadsheet based calculation for the estimated ramp volumes Th
142. ummary of estimated road user cost for each construction phase EXAMPLE 6 FREEWAY CONSTRUCTION USING FREQ10PC Step 1 Review Traffic Control Plans The first step in the user cost analysis is to review available traffic control plans Preliminary plans with a 95 percent completion illustrated three construction phases Phase I Construction of the center portion of the proposed roadway Traffic remains in existing conditions and no diversions are necessary Phase II Construction of the eastbound roadway The eastbound traffic is diverted to the center of the roadway as constructed in Phase I Phase III Construction of the westbound roadway Traffic is diverted to the newly constructed roadway from Phase I and Phase II Review of the traffic control plans indicate that much of the delay will occur on the frontage road due to the closure of several exit and entrance ramps during Phase II and III Minimal impact is anticipated for each phase on overall freeway operation since two directional lanes are provided for each phase during construction Step 2 Define Analysis Approach To evaluate the impacts of construction on mainlane traffic FREQIOPC was used to simulate freeway operations The input requirements of FREQIOPC 84 consists of freeway design features available from the traffic control plans and demand input parameters The output of FREQIOPC provides a detailed description of the freeway s traffic performance To determi
143. ure 33 PASSER II Measures of Effectiveness for Phase I PM 65 RRT MOE TEXAS DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION PRSSER 11 90 MULTIPHASE ARTERIAL PROGRESSION 145101 VER 1 0 DEC 90 xx TOTAL ARTERIAL SYSTEM PERFORMANCE Houston South Main US98a DISTRICT 12 04 23 98 RUN NO 9 CYCLE LENGTH 70 SECS BAND A 17 SECS RAND B 24 SECS AVERAGE PROGRESSION SPLED BAND A J5 MPH BAND B 39 MPH 30 EFFICIENCY 1 00 ATIRINABILITY AVERAGE ISS DELAY TOTAL SYSTEM DELAY TOTAL NUMBER VEHICLES HR HR 21980 3 7 SECS VEH 83 8 VEH Poln sYs 11M FUEL COUHSUMITIUN TOTAL SSL SIUPS HOXIMIN CYCLE 297 73 GNL HR 14351 STOPS 74 SECS Pross any key lo reten to menu E Figure 34 PASSER II Measures of Effectiveness for Post Construction Step 6 Document Results In a short technical memorandum document the following construction sequencing modeling techniques traffic demands with counts included at the end of the memorandum if necessary delay results report vehicle hours of delay for each time period and construction phase the current value of time and the summary of estimated road user cost for each construction phase EXAMPLE 5 BUILD SIX MAINLANES AND TWO 2 LANE FRONTAGE ROADS WHERE A FOUR LANE ARTERIAL NOW EXISTS US 90A FROM SOUTH OF I 610 TO HIRAM CLARKE HARRIS COUNTY This project consists of building six freeway mainlanes and two 2 lane discontinuous frontage roads A rail line runs through the project limi
144. utput data screen gives the user the option to print detailed simulation results for each time slice For road user cost studies the summary tables for the freeway performance and freeway delay MOE s are needed in the output file Notice that 1 is entered for the first two options Freeway summary table and Freeway mainline delay summary table These two pages contain information on freeway performance for each time slice Press F10 to prompt the program to save the user selections in a file Press Y to save the output options and enter a title for the file USERCOST Press ENTER and the FREQIOPE program executes the simulation and returns the user to the DOS prompt The output may be found in the file freq10pe out This file can be viewed in any DOS editor or word processing program Figure 58 shows a copy of the output The most important output for this study is the total mainline delay in vehicle hours for this simulation 610 04 vehicle hours NOTE FREQ will not save the output file as any other name but FREQIOPE OUT The user must rename the output file or it will be overwritten the next time FREQ is executed The next simulation needs to reflect the reduced capacity caused by the lane closures We can use the same file 288sb as the basis for this next simulation 2 Re Start FREQIOPE Enter the FREQIOPE program following the instructions given to you by your instructor Go to the system menu and choose
145. values may be obtained from the Wall Street Journal or other economic publications Although the CPI is updated on a monthly basis the changes are usually so small that Table 2 need only be updated on a semi annual basis As this study was completed in the mid 1980s there have been some discussions to update the current value of time using more recent data than just the CPI With the advent of cellular telephones pagers telecommuting and just in time delivery the value of a motorists time has become a very complex issue Until the study is updated the value of time as referred by Table 2 of this report should be used Table 2 CPI and Value of Motorist Time 1985 to 1997 Value of Time Year CPI Drivers Passenger Cars 1985 222 2 8 03 10 04 1986 228 4 8 24 10 30 1987 240 4 8 48 10 60 1988 118 2 8 82 11 03 1989 124 0 9 26 11 58 1990 130 7 9 76 12 20 1991 136 2 10 17 12 71 1992 140 3 10 47 13 09 1993 144 5 10 78 13 48 1994 148 2 11 06 13 83 1995 152 4 11 37 14 22 1996 156 9 11 71 14 64 1997 159 9 11 98 14 97 Notes CPI values are annual percentages Costs represent only value of time Passenger car cost based on drivers value of time x vehicle occupancy rate of 1 25 CPI base was changed in 1988 A multiplication of 2 995566 must be used with CPI published after 1988 Source Reference 2 TTI staff typically uses the most current value of tim
146. ve the assistant function Use the down scroll key to move the cursor to the eastbound left turn saturation flow rate 1 805 vphg shown The left turn bay has one lane 12 wide Figure 9 Press F3 to invoke the saturation flow rate assistant The program asks for the ideal saturation flow 1 900 vphg Accept this value by pressing the ENTER key The assistant will then prompt the user for a list of values such as peak hour factor lane width etc Check to insure that all of these values are appropriate for this example If you have any questions about these values ask your instructor The program calculates a saturation flow of 1 805 vphg and the minimum phase length should remain seven seconds Note that left of the minimum phase time for the eastbound left turn movement is the numbers 5 5 The first 5 is the NEMA movement number for the eastbound left turn and the 5 in brackets is the PASSER II notation for left turn protected with left turn bay operation See the short discussion on PASSER II for other left turn phasing options and notations Again press the ENTER key to move the cursor to the eastbound through volume Press the F3 key to prompt the assistant function Enter through traffic 300 vehicles and right turn traffic 90 vehicles The assistant will total the throughs and right turns for a total of 390 vehicles Follow the assistant instructions until the cursor is on the through and right turn saturation flow rate
147. verlap Left Turn 3 Leading without overlap Left Turn 7 Leading with overlap Left Turn 8 7 Leading without overlap Special Phasing Selection lt o gd tt ike 1cicres Select which Phasing Patterns are needed CR to select and lt ESC gt to exit Y phasing selected not selected 3 not possible Note that with overlap and without overlap are mutually exclusive Figure 17 Phasing Pattern Data Screen Completed for Example 3 51 8 Save input file Save the file first using option 4 on the main menu 9 Run PASSER II After designating a subdirectory use lt C p2 gt and filename for this example enter lt ex3sigam dat gt choose option 6 on the main menu to run the program After running PASSER II will display the output menu Figure 18 While each of the output choices have important information option 5 measures of effectiveness will summarize the total system delay in vehicle hours Figure 19 shows the arterial system performance output The total system delay number 11 6 vehicle hours hour will be used along with the total system delay for the pre construction simulation 52 8 vehicle hours to calculate the additional user delay due to construction Texas pepan ment ar Highways ene rune Transportation Version 1 0 Output Menu View Input Echo View Error Message View Best Solution View Arterial Summary View Measures of Effectiveness
148. your screen do not match ask your instructor for assistance The program asks if any data needs modification again if all values match Figure 15 enter N otherwise enter Y and correct the input data STREET NAME CR 99 NEMA VEHICLE MOVEMENT INTERSECTION 1 4 715 A VOLUMES 710 25 N SAT FLO 3543 1805 MIN PHS 17 7 AUN VOLUMES 365 VOLUMES 95 by d r SAT FLO 3478 SAT FLO 1805 N MIN PHS 176 l 5 5 MIN PHS 7 1 lt ARTERIAL NAME a VOLUMES 85 115 Tu 2 aa 3 y L SAT FLO 1805 MIN PH HIN PHS 17 EN Command Keys VOLUMES 90 605 F31 SAT FLO 1805 3579 ASSISTANT MIN PHS 7 17 B lt ESC gt y EXIT Figure 15 PASSER II Vehicle Movement Data Screen Completed for Example 3 7 Edit Signal Phasing Data After input of the turning movement and saturation flows the program then proceeds to the signal phasing data input screen Figure 16 PASSER II will allow you to select four possible phasing patterns for the arterial and only one for the cross street The cursor should be 50 r tF2 F31 lt ESC gt Phasing Patterns Entry Arterial Name FM 1111 Intersection Number 1 Cross Street CR 99 Rrterial Cross Street Dual Lefts Leading with overlap Dual Lefts Leading without overlap Throughs First with overlap Throughs First without overlap Left Turn 8 1 Leading with overlap Left Turn 1 Leading without overlap Left Turn 8 5 Leading with overlap Left Turn 5 Leading without overlap Specia

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