R2010-154 - 2010-11-22 RESOLUTION NO. R2010 -154
A RESOLUTION OF THE CITY COUNCIL OF THE CITY OF PEARLAND,
TEXAS, APPROVING A PROPOSED SCOPE OF WORK CHANGE TO
THE U.S. DEPARTMENT OF ENERGY - ENERGY EFFICIENCY
CONSERVATION BLOCK GRANT PROGRAM.
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF PEARLAND, TEXAS:
Section 1. That certain proposed scope of work change to the U.S. Department of
Energy- Energy Efficiency Conservation Block Grant Program, attached hereto as Exhibit
"A ", is hereby authorized and approved.
PASSED, APPROVED and ADOPTED this the 22 day of November, A.D., 2010.
,______;)„,„ D„..0
TOM REID
MAYOR
ATTEST:
SONIA WEBB ; <... /\ ; (o;
DEPUTY CITY SECRETARY
APPROVED AS TO FORM: - erd-----
DAR IN M. COKER
CITY ATTORNEY
Exhibit "A"
Resolution No. R2010-154
EECBG Activity Worksheet
City of Pearland
Grantee: Date:
DUNS #: 20796397 cbcgerO4ci . pearl and tx
Program Contact Email:
Program Contact First Name: Claire Last Narne: Bogard
Project Title: Energy Ef ziency and Conserver ion Block Grant
Activity: Energy Eifficenzy and Conservation Strategy If Other:
Sector: Pub "' If Other:
Proposed Number of Jobs Created: ' C" Proposed Number of Jobs Retained: 1 '
Proposed Energy Saved and/or Renewable Energy Generated: 60 • 000 gar
Proposed GHG Emissions Reduced (CO2 Equivalents): 1,164, 000 . 000
51 , 292 .
Proposed Funds Leveraged: 00
Proposed EECBG Budget: 41 , 288 ' 3 2
— --
Projected Costs Within Budget: Administration: $ 15, 9 5 ' 3 • 32 Revolving Loans: '- Subgrants: S° • (3 °
_
Project Contact First Name: ' 3"-C-7--. Last Name: ni ra3,,1 .cearland. .
Metric Activity: - - If Other:
Project Summary: (limit summary to space provided)
Project Description
The City is proposing to implement the installation of real-time adaptive traffic signal system at 10
intersections along West Broadway Street in the City of Pearland, Texas. The project corridor spans
Wes: Broadway Street (FM 518) from Kirby Drive on the west to Sunrise Boulevard on the east. This
corridor includes major intersections with 4-lane divided roads at Kirby Drive, County Road 94, and
County Road 90, as well as the junction of West Broadway Street and the Highway 288 on/off ramps and
Highway 268 Frontage Road.
Proprietary adaptive traffic signal synchronization systems utilize state-of-the-art sensor
technology, image processing capabilities and artificial intelligence to manage traffic flow in
real-time. The result is a traffic signal network that optimizes traffic signals along a corridor to
ensure 1) mainline progression with minimal stops and delay, 2) efficient side street and left turn
movements, all based on real-time traffic demand. Installation of this system will eliminate the need
for static traffic signal progression plans.
Rationale
Automobile emissions contain multiple greenhouse gases (GM Some of these gases, i.e. methane
(CH4), nitrous oxide (N20) and hydrofluorocarbons (HFCs), cause more harm than CO2. As a result, CO2
equivalents (CO2e) are used to refer to the quantity that describes, for a given mixture and amount of
greenhouse gases, the amount of CO2 that would have the same global warming potential (GWP). The EPA
has estimated that for each gallon of fuel emissions, an average vehicle produces 20.4 lbs. of CO2e,
meaning this project could result in an annual reduction of 122,400 lbs. CO2e per intersection, or
1.22M lbs. over the project corridor
(6,000 gal./intersection) x (20.4 lbs. CO2e/gal.) x (10 intersections) = 1,224,000 lbs. CO2e saved
Proposed Energy Efficiency and Conservation
Current validation studies indicate a range of results for fuel savings, and a corresponding range of
emissions reductions. Conservatively, the strategy proposes to reduce fuel consumption by 5,000
gallons, per intersection, per year for every 25,000 ADT through the intersection. Data obtained from
the Texas Department of Transportation indicates the project corridor has approximately 30,000 ADT.
Therefore, annual fuel consumption within the project corridor is estimated to reach 6,000 gallons per
intersection, resulting in a total annual savings of 60,000 gallons of fuel over all 10 intersections.
Based on the scientific assumptions that burning one gallon of gasoline is understood to emit 19.4
lbs. of CO2 into the air, combined with the validation study outcomes and TXDOT data which demonstrate
a potential savings of 6,000 gallons of fuel, an estimated annual reduction of 116,400 lbs. of CO2 per
intersection, or 1.16M lbs., will occur within the project corridor.
(6,000 gal./intersection} x (10 intersections) 60,000 gal. saved
(6,000 gal./intersection) x (19.4 lbs. CO2/gal.) x (10 intersections) = 1,164,000 lbs. CO2 saved
job Creation/Retention
Communications Equipment Installation Technicians (2) a 40hr/wk, 160 hrs, 4100% . 00.62 jobs retained
Traffic Signalization Installation Technicians (5) 1 40hr/wk, 360 hrs, 1100% 3.45 jobs retained
Total proposed/estimated job retention calculations for this project: 4.07 JOBS RETAINED
If you are proposing more than one activity, save this file as many times as needed with successive page numbers. For example: "OH-CITY-Columbus-
Project Activity page 1.pdf," "OH-CITY-Columbus-Project Activity page 2.pdf," and continue as needed.
>> EVANS GEORGIA
WASHINGTON ROAD CORRIDOR .,,'
-,
•
The Washington Road Corridor is a 1.03 mile long arterial corridor with 5 traffic ~Pop ", "
signals. The arterial ran without coordination until 1995, when a coordinated • "" " ", ®
signal system was implemented and periodically updated. This study compares
the operation of the Washington Road corridor under its existing timing schemes .t. ^ 5
with its operation under the InSync adaptive traffic control system. �. a•
, Ne '14 \ . 1 , , : ' ,
,r
Reduce stops, travel time, delay and fuel consumption along the artery by -
optimizing traffic signal operations using InSync. 1. ,F 0
A major challenge of coordinating Washington Road is the intersection at „.,,,,_,. F ,,.®
North Belair Road, another major arterial. The traffic flow is split about
60/40 with >24,000 ADT on the south side and >17,000 ADT on the ,o .u_ avo 7.,..,a.
north side of the intersection. The green markers indicate the intersections
where InSync is deployed. The Washington
Road corridor is highlighted in orange.
Rhythm Engineering installed the adaptive traffic signal system at 5 signals
along the 1.03 mile corridor during January of 2010. By early February,
Rhythm Engineering had configured the system, monitored its performance, It was amazing to see the
and made the appropriate adjustments to the system to optimize traffic flow.
transformation in the road
in mere minutes after the
Field data were collected along the study corridor during two study periods. system was turned on.
The first was conducted January 12, 2010, prior to the installation of the
InSync system. The second was conducted February 9, 2010, 4 weeks In the past five years, 1
after InSync was deployed. Each study was conducted during normal have driven this corridor
weekday travel conditions to ensure similar travel patterns between studies.
This corridor has > 40,000 ADT (average daily traffic). several times a day. I can
Travel time runs were conducted through the corridor in both directions clearly remember only
during four time -of -day periods (AM peak, noon peak, PM peak, and making it through the
evening) on Tuesday, Wednesday, and Thursday.
corridor, without stopping,
The drivers conducting the travel time used the "floating car method,' in one time in those Five
which the drivers attempt to travel with the flow of traffic, changing lanes so
as to pass as many cars as they are passed by. This method is used so that years. We were able to
the travel times collected are representative of the travel time of the average do it three times in a
vehicle traveling through the corridor.
row within 30 minutes
Data were gathered by driving the corridor utilizing GPS equipment and of activating the system.
software, collecting data, then processing the data using PC- Travel software.
Matt Schlachter, P.E.
Director
Calculations are based on an ADT of 40,000 vehicles and an assumption that Columbia County
the change impacts 80% of the ADT. At calculations are based on normal
Board of Commissioners
weekday travel and the results indicate approximate benefits to drivers.
DAILY BENEFIT ANNUAL BENEFIT
Vehicle Hours of Travel
405 hours 105,574 hours
(reduction)
Fuel Consumption (decrease) 164 gallons 42,715 gallons
Project Manager: Glen Bollinger
Stops (eliminated) 35,840 stops 9,344,000 stops Traffic Engineer
1 _ -_ Columbia County Georgia
Total Economic Benefit '10,068 $2,624,802 706.868.3356
(fuel '$2.50 +stop :'50.10 +time•51 gbollinger @columbiacountyga.gov
www.RhythmTraffic.com 12351 W 96'h Terrace Suite 107, Lenexa, KS 66215 913.227.0603 RH I J ENGINEERING I -
» EVAN SGEORGIA
WASHINGTON ROAD CORRIDOR
The study evaluates and compares the travel time, number of stops, speed, delay, emissions and fuel
consumption before and after the implementation of the InSync system.
Travel Time Reductions Stop Reductions
s0° _ -.. - ... - -_- Eastbound [
AM Peak 12.6 secs 10% reduction .s .. AM Peak 0.6 slops 50% reduction
Noon 57.0 secs 35% reduction 6 ' ° " " - "' Noon 1.2 stops 67% reduction j
v +
^_ PM Peak 103.2 secs 48% reduction E ' PM Peak 1 .8 stop j 75% reduction j
~ f0 Evenin 19.4 sacs 18% reduction Evening 0.8 stops 100% reduction
1- , Westbound E ° ' .: Westbound I i ii AM Peak 17.0 secs 15% reduction Z -- - AM Peak 1.0 stops 100% reduction
Noon 53.8 secs 29 %reduction `� Noon 1 4 stops 64% reduction
° PM Peak 21 .0 secs 10% reduction 0 -IYt1 �_ -5*6 PM Peak 1 0 stops 36% reduction
Evening 16.6 secs 15% reduction """" PM a "e u""" PM E.. Evening 0.4 stops 67% reduction
- Eastbound - - --. Westbound L- Eastbound -I p - Westbound --
Travel Tone Before Number of Stops Before
a Travel Time After 18 Number of Stops After
Average Speed Increase Delay Reductions
Eastbound , m Eastbound
AM Peak 2.9 mph 10% increase ;. s0 1- -- - '.-- -- __. _...- AM Peak 12.2 sacs 24% reduction
I ,s -_ `P' Noon 12.1 mph 54% increase 160 -- - " " "' -- ----- - - - - -- Noon 57.0 secs 70% reduction
3 o T'? - - - -- PM Peak 15.7 mph 93% increase - PM Peak 104.2 secs 78% reduction
"a zs - u - " -- Evening 7.4 mph 22% increase 3 ' Evening 17.8 secs 66% reduction
z
o s
Westbound ' - - _ Westbound
,° _ AM Peak 8.3 mph 27% increase g so AM Peak 20.0 sacs 57 %redo 1 ,
a s - Noon 8.2 mph 41% increase z0 Noon 53.8 secs 53 %reduction
° PM Peak 1 .7 mph 10% mcreo e 0 A PM Peak 21.2 secs 15% reduction I
--Noo rm E... PM Evening 6.0 mph 18% increase n °°" rM ` 0000 Evening 13.8 secs 50% reduction t
n Eastbound - e- Westbound E L- Eostbound --I --- Westbound -i
r: Average Speed After Total Delay Before
■ Average Speed Before AE Total Delay After
Hydrocarbon Emission Reductions Fuel Reduction
, - . . . E..tbo..nd ou _- ________- ... _.. -. _.. Eu.srocund
AM Peak 1 .4 grams 20% reduction 1 0 ,, -_ -_. -_ -. - AM Peak 0.01 gallons 11% reduction '
la
Noon 02 grams 2 %reduction 022 _ -- __.. _ - - N oon 000 gallons 3 %reduction
go u
° PM Peak 3.3 grams 39% reduction 0 010 t PM Peak 0 02 gallons 32% reduction
c Evening O.7 grams 14% reduction u ow Evenin 0.00 gallons 5% reduction
__ Westbound - -- - - - Wu, -5o,nd
AM Peak 0.3 grams 5% reduction 2 oo. AM Peak 0.00 gallons -1% reduction
1 1 1 1 1 1 1 Noon 1.3 grams 18% reduction 002 - Noon 0.01 gallons 13% red tion
° ' ' PM Peak -0.1 grams -1% reduction _ - PM Peak 0.00 gallons 3% reduction
Evening 0 2 grams 5% reduction a°°" rrn E "' nr "°°" va Eventng 0.00 gallons 2% reduction
Eastbound 1 Westbound -- - - -___- 1 Eostbound 1 Westbound -- - --
Emissions Before 4 Fuel Consumption Before
Emissions After 5' Fuel Consumption After
• 75% reduction in stops • 32% reduction in fuel consumption
• 78% reduction in delay • 48% reduction in travel time
• 93% increase in average speed • 39% reduction in emissions
y •••••• RHyTHNA
www.RhthmTraffic.com 12351 W 96th Terrace Suite 107, Lenexa, KS 66215 913 "227.0603
1
GRINDSTONE CORRIDOR
The Grindstone corridor is a 2.6 mile long arterial corridor with 9
traffic signals. This study compares the operation of the Grindstone
corridor under its existing liming scheme with its operation under the
InSync adaptive traffic control system.
Reduce stops, travel time, delay and fuel consumption along the artery
by optimizing traffic signal operations using InSync.
The blue markers indicate the intersections
A major challenge of coordinating the Grindstone corridor is the large where InSync is deployed. The Grindstone
outflow of traffic after Mizzou football games. During these periods, the corridor is highlighted in orange.
system priority is the coordination of southbound traffic on Providence,
making the eastbound turn onto Grindstone to leave on US -63. For day -to -day
operation, the system focuses on moving traffic east -west along the Grindstone I've lived in Lenoir Woods
Parkway portion, with a secondary north -south movement at Providence Road.
for nine years and I drive
Grindstone Parkway
Rhythm Engineering installed the adaptive traffic signal system at 9 signals
along the 2.6 mile corridor during January of 2010. By early February, several times a week.
Rhythm Engineering had configured the system, monitored its performance, Yesterday a minor miracle
and made the appropriate adjustments to the system to optimize traffic flow. occurred. I drove that
distance without having to
Field data were collected along the study corridor during two study stop for a red light. That
periods. The first was conducted January 19, 2010, prior to the installation
of the InSync system. The second was conducted February 17, 2010, contrasts with the thousands
4 weeks after InSync was deployed. Each study was conducted during of times that I have stopped
normal weekday travel conditions to ensure similar travel patterns between
studies. This corridor has 27,246 ADT (average daily traffic). at each light, or more than
Between 5 -10 before and after travel time runs were conducted through 50% of them. When
the corridor in both directions during three time -of -day periods (AM peak, multiply my past frustrations,
noon and PM peak) on Tuesday, Wednesday, and Thursday.
time and gasoline times the
The drivers conducting the travel time used the "floating car method," in number of cars that drive
which the drivers attempt to travel with the flow of traffic, changing lanes
so as to pass as many cars as they are passed by. This method is used so that stretch daily, it amounts
that the travel times collected are representative of the travel time of the to an amazing number of
average vehicle traveling through the corridor.
hours and dollars. Thank
Data were gathered by driving the corridor utilizing GPS equipment and you thank you to whomever
software, collecting data, then processing the data using PC- Travel software.
made the changes. Please
Calculations are based on an ADT of 27,246 vehicles and an assumption do not change it back.
that the change impacts 70% of the ADT. All calculations are based on Citizen of Columbia, Missouri
normal weekday travel and the results indicate approximate benefits to drivers. Letters to the Editor
DAILY BENEFIT ANNUAL BENEFIT The Columbia Daily Tribune
Vehicle Hours of Travel
198 hours 62,066 hours
(reduction)
Fuel Consumption (decrease) 208 gallons 65,060 gallons
Project Manager: Jason Sommerer, P.E.
Stops (eliminated) 28,472 stops 8,907,690 stops Senior Traffic Studies Specialist
- -- -- MoDOT Central District (D5) Traffic
Total Economic Benefit 6,342 '1,984,411
573.522.6992
t I •s2sa +sro- S•SO.to r -•sis 00) jason.sommerer @modot.mo.gov
www.RhythmTraffic.com 12351 W 96th Terrace Suite 107, Lenexa, KS 66215 913.227.0603 RHYTHM Gtn
ENGINEERING
» COLUMBIAMISSOURI
GRINDSTONE CORRIDOR
ESILT "
The study evaluates and compares the travel time, number of stops, speed, delay, emissions and fuel
consumption before and after the implementation of the InSync system.
Travel Time Reductions Stop Reductions
.• , - -. _.. [.„av ,,r - s° Eastbound
AM Peak 94 9 secs 29% reduction as - - - -- AM Peak 1.8 stops 64% reduction
333 s Noon 45.0 secs 15% reduction ° — Noon 1.8 stops 64% reduction
e 1 s ( 1 1 -• 1 PM Peak 71.2 secs 24% reduction E s ; PM Peak 3.0 stops 88% reduction
s» I 1 1 1 1 1 s
-g Wes E ,, I , I Westbound
n ( ' ' AM Peak 59.6 secs 22% redact s° I , $ , AM Peak 1 9 stops 90% reduction
,
I Noon 51 8 secs 18% reduction . I 1 1 1 1 1 1 Noon 2 2 stops 85 %reduction
PM Peak 33.2 secs 10% reduction PM Peak 1.7 stops 52% reduction
AM Noon PM AM Noon PM
L Eastbound —I L Westbound J L Eastbound —I L Westbound J
tir Travel Time Before ■ Number of Stops Before
■ Travel Time After ■ Number of Stops After
Average Speed Increase Delay Reductions
Eastbound Eastbound
i
m AM Peak 10.7 mph 41% increase I sw _ ....... _ AM Peak 83.5 secs 69% reduction
._.._ Noon 4. 9 mph 18% increase 1 m -- - Noon 42 1 secs 44% reduction
_ ___ PM Peak 8.6 mph 31% increase PM Peak 66.2 secs 67% reduction
P a
' , $ 1 Westbound r m � , � Westbound
1 1 1 I 1 AM Peak 9.1 mph 29% increase 8 1 1 ■ ■ ■ AM Peak 50.0 secs 77% reduction
s s 1 1 1 Noon 6.5 mph 22% increase m 1 1 1 ■ Noon 44.0 secs 55% reduction
° Noon Peak 3.1 mph 12% increase . 1 1 Noon 1 neon PM Peak 34.6 secs 31% reduction
NA Noon P
I— Eastbound J I— Westbound J I— Eastbound J 1— we.weend J
1 Average Speed After Total Delay Before
1 Average Speed Before Total Delay After
Hydrocarbon Emission Reductions Fuel Reduction
Eastbound Eastbound
o
AM Peak 3.5 grams 25% reduction AM Peak 0.02 gallons 16% reduction
10 Noon 1.7 grams 13% reduction ° I Noon 0. gallons 9 %redu l
PM Pe ak 2.4 g 20% reduction ^ 01 I ' PM Peak 0.02 gallons 14% reduction
�aw
1
Wes tbound z ° I 1 Westbound -111
„E, AM Peak 2 5 grams 2 redact n nw 1 ' AM Peak 0 02 gallons 13% red 1
1 1 Noon 2 5 grams 19% roduct en ° °, ' Noon 0 02 gallons 12 %red 1
° ' PM Pnek 2.3 grams 16% reduction ° 1 PM Peok 0 .01 gallons 10% reduction
Nam P Noon PM N om Noon
Eastbound —I I wasteaund J L Eastbeund J L westbound J
--
5B Emisi ores Before ■ Fuel Consumption Before
Emissions After ■ Fuel Consumption After
'€
MOST OT WORTHY IMPROVEMENT
• 90% reduction in stops 5 :_ 1• 16a, reduction in fuel consumption
• `> • 77% reduction in delay !.• 29ao reduction in travel time
• 41% increase in average speed • 25 ° io reduction in emissions
www.RhythmTraffic.com 12351 W 96th Terrace Suite 107, Lenexa, KS 66215 913.227.0603 RH W ENGINEERING I I
2_>LEE'S SUMMITMISSOURI
MISSOURI ROUTE 291
Missouri Route 291 is a 2.53 mile long arterial corridor with 12 traffic r '
signals between 1 -470 and US 50. This study compares the operation of / ,.,l • �-• - Aita
the Route 291 corridor under its existing timing scheme with its operation ) I •
•
under the InSync adaptive traffic control system. The original timing scheme .._., Ilk P tt
was designed to progress the traffic northbound during the AM peak and ,
southbound dunn..the PM peak , t ii
s.,..
tReduce s, travel `time, delay and fuelconsum consumption a on Ole after ,. `°
stops, ,! 1
P Y P g Y � N�° � .-.__
by optimizing traffic signal operations using InSync. `d •'
•
..
Some major challenges of coordinating Route 291 include the short peak r' e "` ^O • Lv, _
periods occurring when nearby schools are dismissed, new construction,
high volume seasonal demands from nearby shopping centers, odd " °° °' " " •
The green markers indicate the intersections
spacing of intersections and random fluctuations in traffic volume. where InSync is deployed. Missouri Route
291 is highlighted in orange.
Rhythm Engineering installed the adaptive traffic signal system at 12 signals
along the 2.53 mile corridor in late March 2009. By mid April, Rhythm
Engineering had configured the system, monitored its performance, and i Before we installed InSync,
made the appropriate adjustments to the system to optimize traffic flow.
we conducted red light
Field data were collected along the study corridor during three study periods. enforcement along 291 .
The first was conducted in November 2008, prior to the installation of the t After we installed the
InSync system. Data were collected again in April /May 2009, approximately
1 month after system installation, and then in September 2009, approximately S ystem, the police
5 months after system installation. Each study was conducted during normal department suspended it
weekday travel conditions to ensure similar travel patterns between studies.
This corridor has 25,779 ADT (average daily traffic) because there just weren't
Twelve before and after travel time runs were conducted through enough cars there to run
the corridor in both directions during four time -of -day periods (AM peak, i the red light. That is
noon, PM peak and Off peak) on Tuesday, Wednesday, and Thursday, something that I never
The drivers conducting the travel time used the "floating car method," in thought about but I'm really
which the drivers attempt to travel with the flow of traffic, changing lanes
so as to pass as many cars as they are passed by This method is used so excited to see happen.
that the travel times collected are representative of the travel time of the
average vehicle traveling through the corridor.
Data were gathered by driving the corridor utilizing GPS equipment and soft- L aS §fiae a re rtsc ,
ware, collecting data, then processing the data using PC- Travel software. Because, r r' _
" there were no statistically significant differences between the two study periods .. ]Fi.. - :-i3kit
,1,
after installation, all of the afterperiod data was pooled for analysis.
Calculations are based on an ADT of 25,779 vehicles and an assumption
that the change impacts 70% of the ADT. All calculations are based on normal
weekday travel and the results indicate approximate benefits to drivers.
DAILY BENEFIT ANNUAL BENEFIT
364 hours 94,805 hours
Vehicle Hours of Travel i
(reduction)
Fuel Consumption (decrease) 131 gallons 34,250 gallons
' Project Manager: Thomas Evans, P.E,
Stops (eliminated) 36,239 stops 9,447,913 stops District Traffic Engineer
Mc DOT 6
Total Economic Benefit 816.622.0421
(ti +l' 52. +�+ stops'$0.10 +time'515.00) 9'407 '2,452A93
thomas.evans @ madot, ma.gov
www.RhythmTraffic.com 12351 W 96'b Terrace Suite 107, Lenexa, KS 66215 913.227.0603 ..,,.• RHYT INEER IN
)2')// LE E '5 5 UMM lT
,MISSOURI ROUTE 291
The study evaluates and compares the travel time, number of stops, speed, delay, emissions and fuel
consumption before and after the implementation of the InSync system.
Travel Time Reductions Stop Reductions
- - Northbound ,° Northbound
,,, ._ . AM Peak -4 0 secs - 2% reduction - - AM Peak 0 1 slops -17% reduction
Noon 55.0 secs 18% reduction - T Noon 1 2 stops 69% reduction
'f PM Peak 44 0 secs 15% reduction - ° - ' PM Peak 0.8 stops 57% reduction
sm Off Peak 13.0 secs 5% reduction 00 Peak 0.4 stops 50% reduction
c , I 1 1 1 1 1 1 Southbound E 1 ; Southbound
1 f 1 1 1 1 1 1
AM Peak 110.0 sacs 32% reduction so I 1 { AM Peok 3 7 flops 95% reduction
° I Noon 1470 secs 38% reduction eo 1 1 Noon 4lstops 88 % reduction
I ' PM Peak 74 0 sacs 22% reduetien { { { { { { PM Peak 1.4 slops 56% reduction
Ne«, 10 00 •N wm Ns 09 ue wen nu ox w.s wm Ns cx
O ff Peok 144.0 secs 58% reduction O FF Peak 4.3 stops 95% reduction
LNorthboundJ LSomhbaund L NorthbwndJ L Somhbound J
is
■ Travel Time Before • Number of Slops Before
• Travel Time After • Number of Stops After
q "
Average Speed Increase Delay Reductions i a;
se _,_, -____ __-- __ - -_. Northbound �� Northbound �
AM Peak -0.2 mph -0.4% i I r , AM Peok 3 7secs -9% reduction £>
r
n F Noon 7.0 mph 27% inaea a ,w - Noon 70 0 secs 70% reduction q„ e
} E 1 PM Peak 5.3 mph 17% increase I 1 ,w -- PM Peak 57 2 secs 65% reduction „. ,.
3 u Off Peak 2.3 mph 6% inenas I ;: G _ Off Peak 19.5 secs 46% reduction °.,
,. - - Southbound
< ,' I 1 AM Peak 12.5 mph 46% inc ro. , { - AM Peak 107 4 secs 78 %reduction
Noon 14.5 mph 61 %incrw g w
1 1 1 1 1 Noon 159 1 secs 86 %redu he
° PM Peak 7 - 5 mph 27% increase ° I 1 1 1 1 1 1 1 PM Peak 88 0 secs 64% reduction '
wen ne c. 7.. 1n p
011 Off Peok 15.5 mph 61% increase { 7 .777 1M 01 Hs wen 1s, 00 O9 Peak 142.8 secs 87% reduction N - t4o hbennd- - Southbound- - NorthboundJ LSouthboundJ
I
Average Speed After - Total Delay Before t I Average Speed Before Total Delay After t:
Hydrocarbon Emission Reductions Fuel Reduction
Northbound R Northbound
AM Peak -0.6 grams 76% reduction AM Peak -0 I gall 5% redustion
Is so
Noon 1.75 grams 15% reduction Noon 0 0 gallo 0% du t on
1 7 a 1 1 PM Peak 1.25 grams 11% reduction 3 u 1 PM Peak 0 0 gallo 0.'e - du t on
w 1 1 1 1 1 1 1 Oh Peok 1. 3 grams 12% reduce $ u 70, 1 1 Off Peak 0 0 g olions i 0% reduction
4; 1 1 1 1 1 1 Southbound f 1 1 1 1 1 1 . Southbound
,s 1 1 1 1 1 1 1 AM Peak 5.7 grams 41 % reduce t OP 1 1 1 1 A M Peak 0 2 gallons 19% ndu ti
1 1 1 1 1 1 1 Noon 5.75 grams 38% reduction °°s 1 1 1 1 1 1 1 Noon 0.3 gallons 21 % reduction a ' -
1 1 1 1 1 1 1 PM Peak 1.65 grams 13% reduction e l 1 1 1 1 1 1 PM Peok 0.2 gallons 15 %reduction 1 7
mo wen /IA 00 Am Neee 10 cif Off Peok 6.0 grams 43% reduction wee 10 00„.77 Neen Nn 0 Off Peok 0.2 gallons 19% reduction . .
1 . - NerthboundJ LSeuthbeundJ L_NerthbwndJ L5ouhsbeundJ ..
• Em ss,one Before • Fuel Consumption Before `
■ Emissions After ■ Fuel Consumption After 7,9 77
x
y z
MOST NOTEWORTHY IMPROVEMENTS:
• 95% reduction in stop' • 21% reduction in fuel consumption
• 87% reduction in delay • 58% reduction in travel time
• 61% increase in average speed • 43% reduction in emissions
www.RhythmTraffic.com 12351 W 96' Terrace Suite 107, Lenexa, KS 66215 913.227.0603 RHYTHM
1 E R I VGI
,
2/1 N GDALE
THOMPSON/71 b CORRIDOR
f +* { 4 _ ' { i
The Thompson /7l b corridor is a 3.09 mile long arterial corridor with 8 traffic i 1 s „ 9 „; ' f .
signals. The arterial previously ran without coordination using video detection.
This study compares the operation of the Thompson /71 b corridor under its previous 1 ' "" ° .. ,•,- i i 1
1
operating scheme with its operation under the InSync adaptive traffic control system. - „ -_ 1— �
e 3--- w • -- _.
s, travel time, del
Reduce sto ay and fuel consum tion alon the arter b
P / p g Y Y r � �, rya rig -- ra
optimizing traffic signal operations using InSync. 1 "t L
A major challenge of coordinating the Thompson/71b corridor was the ` t; ; ' °`
large outflow of traffic From two nearby large companies: George's and •.,.
Tyson Foods, Other challenges included the intersection of Highway 412
and the numerous mid -block entrances and exits, as well as traffic from the ._ � " -ry ° ° t
The blue markers indicate the intersections
area high school and two elementary schools. where InSync is deployed. The Thompson /71b
corridor is highlighted in orange.
Rhythm Engineering deployed the InSync adaptive traffic signal system at 8
signals along the 3.09 mile corridor at the end of March, 2010. By early May, r,
Rhythm Engineering had configured the sy stem, monitored its perforrnance and The Rhythm Engineering
made the appropriate adjustments to the system to optimize traffic flow. :t adaptive solution is a
=£
DATA conic - - , fresh look at how to handle
-'- w 4 � s. "v -- ' e jected along the study corridor during two study periods. t the age-old problem of
The first was conducted March 30, 2010, prior to the installation of the ; how to move traffic more ,
InSync_ system. The second was conducted May 1 1 , 2010, after s
InSync was deployed. Both studies were conducted on a Tuesday during efficiently. The City of
normal weekday travel conditions to ensure similar travel patterns between Springdale is proud to have
studies. This corridor has > 30,000 ADT (average daily traffic). J.
j 1 partnered with Rhythm
The travel time runs were conducted through the corridor in both j Engineering in deploying
directions during three time -of -day periods (AM peak, noon and PM peak).
t current technology.
The drivers conducting the travel time study used the "floating car method, f � We look forward to the ' �
in which the drivers attempt to travel with the flow of traffic, changing lanes "€
50 as to pass as many cars as they are passed by. This method is used so continuing development o f
representative of the travel time of the `
that the travel times collected are re
p . a dditional solutions to assist j;
average vehicle traveling through the corridor. 1'
us in the challenges we
Data were gathered by driving the corridor utilizing GPS equipment and i face in the traffic industry. ' �
software, collecting data then processing the data using PC- Travel software. ;
Calculations are based on an ADT of 32,987 vehicles and an assumption that 3
the change impacts 5090 of the ADT. All calculations are based on normal irJ,
weekday travel and the results indicate approximate benefits to drivers.
DAILY BENEFIl ANN 1, B12NLFII,
ti_Juis of liavci g1 1 hours 211,400 hours
111 (reduction)
Fuel Consumption (decrease) 560 gallons 146,1 17 gallons
Project Manager: Dub Janczys
Stops (eliminated) 59,335 stops 15,469,578 stops Signalization Supervisor
City of Springdale
Total Economic Benefit 19,497 55,083,254 479.750.8135
f l •52.50 stops•S0.10- iime'5]5 Q51 djanczys @springdaleark.org
1 ":" RH =TH I�/I
www.RhythmTraffic.com 12351 W 96th Terrace Suite 107, Lenexa, KS 66215 913.227.0603 = ENGINEERI G
»SPRINGDALEARKANSAS
THOMPSON /71 b CORRIDOR
The study evaluates and compares the travel time, number of stops, speed, delay, emissions and fuel
consumption before and after the implementation of the InSync system.
Travel Time Reductions Stop Reductions
f
N0 - -- Northbound t Northbound
_.� -_ _ AM Peak 144 1 secs 32% reduction AM Peak 3. stops 92% reduction
,
c Noon 187 5 secs 36% reduction Noon 3.4 stops 79% reduction
.. 2 - PM Peak 1 230.6 sea 42% reduction ' $ s PM Peak 4. 3 stops 93% reduction
I 1 11
g Southbound e Southbound
1 sar 1 1 1 1 1 AM Peak 111.2 secs 27% reduction z s I ' I AM Peak 2.6 slops 87% reduction #
Noon 180.3 secs 36% reduction o I ' Noon 3.8 stops 95% reduction €
o PM Pea
secs 39% reduction PM Peak 4.6 stops 85% reduction to
/J.1 oon PM eon AM Noon rM AM Noon PM 4
— Northbound— 1 —Southbound- INorthboundJ I - Southbound
■ Travel Time Before 81 Number of Stops Before
■Travel Time Aher i Number of Stops After i
Average Speed Increases Delay Reductions
.: _ ----- . Northbound 10 P Northbound 4 ____..... ti
s: -- AM Peok I 11.8 mph 48% increase I AMP k 139.0 secs 81% reduction
sP _ Noon I 12.0 mph 56% i r N 184.0 secs 76% redo h N
t. F 1 _• � I PM Peak , 14.8 mph 73% increase I — - PM Peak I 230.0 sacs 86 %reduction "'E
x s, ( t Southbound Sourhbound 3
F so a
1 1 1 I - AM Peok I 9 mph 36% increase II sm I ■ ■■ � I AM Peak 118.9 sea 76% reduction '
a - Noon I 12.9 mph 58% inc Noon 172.2 secs 79 %ndu <Non
PM Peak i 13.0 mph 64% increase , I t PM Peak 210 8 secs 78% reduction
AM rv„n PM rvoon rvs Noo. NPo. rM
- Northbound - 5— Southbound J INorthbound—I 1 -5outhbound
IS Average Speed After 81 Total Delay Before
■ Average Speed Before ■ Total Delay After '.
Hydrocarbon Emission Reductions Fuel Reductions
v 71 ` N s °° Northbound
AM Peok 4 0 grams 26% d p ion - - - � a AM . �y < - AM Peak 0 03 gallons 16% reduction IP!
v 1 w N o a 7 g e ms _ 27% d coon 1 1 x -- Noon 0 0 ga 18% ro 0
s I ' ' _ PM Peek 6 5 grams 35% d ction 3 ; .. PM Peak 0 05 gallons 26% reduction
c U
q ( ' ' ' ' Southbound 3 Pn " 1 1 1 1 1 Southbound
.t s _ AM Peak 3 1 g m 21% d Lien n^sn AM Peak 0.02 gallons 10% reduction
Noo 4 6 g ms 274 d h art n.ms ' 1 ' ' - Noon 0.03 gallons 19% reduction
o - PM Peak 1 5 9 grams 33% reduction n ' , PM Peak 0.04 gallons 24% reduction
N.1 rvoon PM NPPn PM -- - � Naen Mh Noon P
Northbound Southbound -- 1 I Northbound 1 1 Southbound
• Emissions Before ■Fuel Consumption Before .
■ Emissions Aher ■ Fuel Consumption After
MOST NOTEWORTHY IMPROVEMENTS: r
..54, reduction in stops • 26 °o reduction in fuel consumption.;
• 86% reduction in delay 42°%a reduction in travel time
• 73% increase in average spee• 5 35% reduction in emissions
www.RhythmTraffic.com 12351 W 96r Terrace Suite 107, Lenexa, KS 66215 913.227.0603 : RHYTHM
ENGINEERING
liiiii
111111 F HYTH IA
liw /ll ENGINEERING
DATE October 13, 2010
12351 W. 96th Terrace, Suite 107
Lenexa, KS 66215
Phone (913) 227 -0603 Fax (913) 227 -0674
Bill To: City of Pearland TX
Att'n: Andrea Broughton Prepared by: Michael Sullivant
(281) 652 -1641
abrouahton(a�ci.Pearland.TX.us
Project: FM 518 /Broadway: 10 intersections to be outfit with InSync traffic adaptive systems
Terms: Assumes Line of Sight is present for Wireless Communications
Assumes standard size cabinets (NEMA or 332) are present
Assumes standard camera mounting hardware (does not include cosmetic finish requirements).
Client shall specify a delivery date a minimum of 45 days in advance.
Payment terms: NET 30 Days from earlier of actual or specified delivery date
Interest of 18% will be charged on all unpaid balances.
FOB: Lenexa, Kansas
Client shall provide remote internet access to the the corridor for Rhythm Engineering
Description Units Cost AMOUNT
Supply InSync Hardware to manage up to four approaches per intersection 10 $ 25,000.00 $ 250,000.00
Supply InSync Fusion for 4 span wire intersections - enhanced detection 4 $ 5,000.00 $ 20,000.00
Mounting extension for span wire intersections 16 $ 300.00 $ 4,800.00
Standard Camera Mounting Hardware (per approach) 24 $ 225.00 $ 5,400.00
Spare System 1 $ 12,500.00 $ 12,500.00
Optional Pedestrian Optimization feature -for ped heavy intersections 0 $ 5,000.00 $ -
7" LCD Monitor, Integrated USB Mouse /Keyboard 10 $ 700.00 $ 7,000.00
Power and Ethernet cables - -from cameras to cabinets 10 $ 1,000.00 $ 10,000.00
Project Management /Training & Installation Assistance (per corridor) LS $ 8,000.00 $ 8,000.00
InSync System installation (not provided by Rhythm Engineering) 10 $ 7,000.00 $ 70,000.00
Wireless Ethernet Communication System and Installation (not provided by 10 $ 7,000.00 $ 70,000.00
Rhythm Engineering)
Shipping & Handling Estimate (from Lenexa, KS) 10 $ 150.00 $ 1,500.00
All taxes are the responsibility of the client
TOTAL $ 459,200.00
If you have any questions, please contact Michael Sullivant 816- 509 -6709 michael@rhythmtraffic.com
THANK YOU FOR YOUR BUSINESS!