05-180 Resolution No.05-180
RESOLUTION
AUTHORIZING EXECUTION OF A FIRST AMENDMENT AGREEMENT WITH
HAMPTON, LENZINI & RENWICK
(Central Business District Traffic Signal Upgrade Project)
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF ELGIN,ILLINOIS,that
Olufemi Folarin,City Manager, and Dolonna Mecum, City Clerk,be and are hereby authorized and
directed to execute a First Amendment Agreement with Hampton, Lenzini and Renwick, Inc. on
behalf of the City of Elgin for the Central Business District Traffic Signal Upgrade Project,a copy of
which is attached hereto and made a part hereof by reference.
s/ Ed Schock
Ed Schock, Mayor
Presented: June 8, 2005
Adopted: June 8, 2005
Omnibus Vote: Yeas: 7 Nays: 0
Attest:
s/Dolonna Mecum
Dolonna Mecum, City Clerk
City of Elgin, Illinois
Central Business District Traffic Signal Upgrade Project
FIRST AMENDMENT AGREEMENT
t IA
THIS AGREEMENT, hereby made and entered into this day of d L4IIe , 2005 by
and between the CITY OF ELGIN, an Illinois municipal corporation(hereinafter referred to as
"CITY"), and Hampton, Lenzini and Renwick, Inc., a State of Illinois Professional Design Firm:
Professional and Structural Engineering Corporation (hereinafter referred to as "ENGINEER"),
shall modify that Agreement dated 28 April 2004 (hereinafter referred to as"AGREEMENT"),
whereby the ENGINEER was engaged by the CITY to perform certain professional services in
connection with the preliminary design of a modernized, interconnected traffic signal system in
the downtown central business district(hereinafter referred to as the "PROJECT").
WHEREAS the payment to the engineer for final design of construction plans,
specifications and estimates was not included in the AGREEMENT;
And
WHEREAS the CITY desires to include payments to the ENGINEER to provide the final
design of construction plans, specifications and estimates for said PROJECT; and
WHEREAS,the parties hereto desire to amend the AGREEMENT to provide for such
additional services and payments.
WHEREAS, CITY has determined that the circumstances necessitating the change in
performance were not reasonably foreseeable at the time AGREEMENT was signed; the changes
provided for by this amendment agreement are germane to AGREEMENT as signed; and this
amendment agreement is in the best interests of CITY and is authorized by law.
NOW, THEREFORE, in consideration of the mutual promises and covenants contained
herein,the sufficiency of which is hereby mutually acknowledged, the parties hereto hereby
agree to amend the AGREEMENT as follows:
Section I B. of the AGREEMENT is hereby amended with the addition of the following
major tasks to be added to the services provided by the ENGINEER:
8. Topographic surveys of the CBD intersections identified during
preliminary engineering for the PROJECT at which signal equipment will
be replaced; and collection of data for location of utilities and
underground appurtenances,
9. Design engineering, including preparation of plans, specifications and cost
estimates (PS&E)to replace traffic signals at the CBD intersections
identified during preliminary engineering for the PROJECT,
INAR 1 of 3
10. Coordination with City staff throughout the development of PS&E, and
with downtown developers and the Downtown Neighborhood Association
concerning the PROJECT and its construction traffic management,
11. Implementation of new traffic signal timings.
SECTION I C. of the AGREEMENT is hereby amended by adding the amended Scope
of Services attached hereto and incorporated herein as Attachment A.
SECTION IV of the AGREEMENT is hereby replaced in its entirety with the following:
IV. PAYMENTS TO THE ENGINEER
A. For services provided, the ENGINEER shall be reimbursed at the rate of
3.03 times the direct hourly rate of personnel employed on this PROJECT,
with the total fee not to exceed $340,000 regardless of the actual costs
incurred by the ENGINEER.
B. For outside services provided by other firms or subconsultants,the CITY
shall pay the ENGINEER the invoiced fee to the ENGINEER,plus five
percent. Any such fees are included in the above-referenced amount of
$340,000.
C. Included in the not to exceed fee of$340,000 are the following costs:
Preliminary Design
Preliminary Signal System Design $ 81,600.00
HLR Direct Costs (Preliminary Design) $ 2,650.00
Land Strategies, Inc. (subconsultant fee) $ 21,800.00
Business Districts, Inc. (subconsultant fee) $ 3,950.00
Final Design
Final Signal System Design
(Plans, Specifications and Estimates) $224,650.00
HLR Direct Costs (Final Design) $ 350.00
Traffic Systems Solutions Co. (subconsultant fee) $ 5,000.00
D. The CITY shall make periodic payments to the ENGINEER based upon
actual progress within 30 days after receipt and approval of invoice. Said
periodic payments to the ENGINEER shall not exceed the amounts shown
in the following schedule, and full payments for each task shall not be
made until the task is completed and accepted by the DIRECTOR.
Invoices for services provided will be submitted on a monthly basis, with
payment being due within 30 days of the date of invoice.
f
2 of 3
All other provisions of the AGREEMENT shall remain in full force and effect.
IN WITNESS WHEREOF,the undersigned have placed their hands and seals upon and
executed this Agreement in triplicate as though each copy hereof was an original and that there
are no other oral agreements that have not been reduced to writing in this statement.
For the CITY:
ATTEST: THE CITY OF ELGIN, ILLINOIS
By t 7 �1 Byft
City Cler ' ity Man. ter
(SEAL)
For the ENGINEER:
l
Dated this (o day of MO , 2005.
ATTEST: HAMPTON, LENZINI &RENWICK, INC.
By C S By4k
Q—AA"'
Secretary President/ C.E.O.
(SEAL)
3 of 3
Attachment A
Elgin Central Business District (CBD)
Traffic Signal System Upgrade Project
Phase II Engineering
Detailed Scope of Services
The following detailed description of the scope of services has been prepared to
supplement the labor-hour, direct cost and fee estimate. This scope provides for final
design engineering and bidding services for up to five (5) separate projects. These
projects are described in detail under Section 3 "Design Engineering, Plans,
Specifications and Estimates" below. The scope is broken down into the following five
general project tasks:
• Surveys/Data Collection
• Project Coordination & Public Outreach
• Design Engineering, Plans, Specifications and Estimates
• Bidding Assistance
• Implementation of New Traffic Signal Timings
1. Surveys/ Data Collection:
Topographic surveys will be conducted to collect the location of existing traffic signal
equipment as well as other features at the intersection including edges of pavement,
pavement markings, curbs, sidewalks, decorative pavers, parking meters, planters,
building faces, etc. Visible features relating to underground facilities will be collected
as well (manholes, catch-basins, valve vaults, meter vaults, etc.) For those sections
identified in the preliminary engineering as requiring trenching in the street or
sidewalk for the interconnect conduit, surveys will be conducted for these blocks and
similar information will be collected.
Specifically, this work will entail a full survey of 500 feet in each direction of the
following intersections:
• Chicago Street: Riverside Drive, Grove Avenue, Douglas Avenue, Spring
Street, Center Street.
• Highland Avenue: Riverside Drive, Grove Avenue, Douglas Avenue, Spring
Street, Center Street.
• Division Street: Spring Street, Center Street.
• South Grove Avenue at Prairie Street.
• Spring Street at Fulton Street.
• Dundee Avenue at Park Street (including Dundee Avenue north to Kimball
Street Master Controller intersection.
1
Survey of the west side of Douglas Avenue from Highland Avenue north Dexter
Court and then east to City Hall (for interconnect home run.)
Limited survey of National Street, Kimball Street, and State Street to locate existing
traffic signal equipment, handholes, existing conduit, curb lines, and sidewalks in
order to develop the necessary plans to replace controller equipment and institute
the overall traffic signal interconnect.
The City of Elgin and local utility companies will be contacted for record plans of
their underground facilities to be used in the design process to avoid conflicts.
Record/ historical drawings of sidewalk vaults and any streetcar tracks will be
reviewed for conflicts as well.
All topographic survey and utility information collected will be plotted and then
reviewed in the field by the signal designer to ensure the accuracy of information
collected. Any discrepancies will be corrected. Apparent utility/facility conflict issues
will be discussed with the City engineering staff.
2. Project Coordination & Public Outreach (DNA coordination):
Throughout the project, HLR will coordinate project engineering with City of Elgin
staff. Resources have been provided within the labor-hour estimate to meet
throughout the project with City staff to discuss project progress and review
comments (approximately 4 meetings). Coordination resources have been provided
to work with City staff and developers involved in current and proposed
redevelopment projects as well as other City-funded projects that will be in close
proximity to this project and require coordination of work and construction schedules
(approximately 2 meetings).
In addition, resources have been provided for one (1) presentation to the Downtown
Neighborhood Association (DNA). Since this project will result in some limited
disruptions to downtown traffic and affect parking lanes for short time periods, it is
recommended that a presentation be made to the DNA once the improvements have
been engineered to present the project as well as communicate to them the
construction contract special provisions that will be in place to limit and minimize any
disruptions to on-street parking and pedestrian traffic.
3. Design Engineering, Plans, Specifications and Estimates:
The scope of improvements includes preparing plans, specifications and cost
estimates (PS&E) for the following project phases. The fee and direct costs
developed assumes five (5) separate projects, each with separate (PS&E) and
bidding documents.
Phase 1: CBD Signals and Fiber Optic "Backbone":
Phase 1 will consist of preparation of PS&E's to replace 12 traffic signals (see list
below) and the interconnect system, including the necessary plan sheets,
2
specifications and details to provide for the "home run" back to City Hall and the
necessary communications equipment to be installed in the MIS Department
(City Hall basement) to allow for transmission of video and data back to the
Public Works Department (Holmes Road.) The 12 intersections to be replaced
are:
• Chicago Avenue at: Riverside Drive, Grove Avenue, Douglas Avenue,
Spring Street, and Center Street.
• Highland Avenue at: Riverside Drive, Grove Avenue, Douglas Avenue,
Spring Street, and Center Street.
• Division Street at: Spring Street and Center Street
Phase 2: Park Street, Kimball Street Connection:
Phase 2 will consist of preparation of PS&E's to replace the existing traffic signal
at Dundee Avenue/Park Street and extend the CBD interconnect to this
intersection, and then north to the Kimball Street System. This work will also
include modifications to the Kimball Street master controller located at Dundee
Avenue/Kimball Street and include the necessary plans to connect, via fiber optic
cable, the Kimball Street/IL-31 intersection with the Kimball Street system.
Phase 3: South Grove Avenue Signals:
Phase 3 will consist of preparation of PS&E's to replace existing traffic signals
located along South Grove Avenue at Fulton Street and Prairie Street. This will
include extension of the CBD interconnect system to these signals.
Phase 4: National Street equipment upgrade:
Phase 4 will consist of preparation of PS&E's to replace the existing traffic
signals controllers that are part of the National Street signal system and install a
new fiber optic interconnect within the existing conduit. If desired, the provision
for a radio connection between the CBD system and this system can be included
in the engineering.
Phase 5: State Street Connection:
Phase 5 will consist of preparation of PS&E's to replace the existing traffic
signals controllers that are part of the State Street signal system and to provide a
wireless connection back to the CBD system.
Depending upon construction funding and schedule constraints, each phase can be
prepared independently or combined into one or several projects. The Phase II
engineering fee has been developed assuming independent projects.
All PS&E sets will contain a cover-sheet, quantity sheet(s), general notes, quantity
schedules and traffic signal plan sheets (traffic signal installation, cable plan, and
interconnect plan.) Plan sheets will be developed for any required pavement
restoration and pavement marking replacement/modifications. Any required standard
drawings or details will also be included in the plan sets.
3
Construction Specifications:
Specifications will include required bid documents, general notes, standard
specifications, and any required special provisions. It is anticipated that there will be
a need to develop detailed special provisions that will address construction issues
that impact downtown business operations. Special provisions will likely have to be
developed to address such issues as:
• Time of day(limits on construction activities)
• Occupation of parking lanes (time and distance restrictions)
• Length of time and distance restrictions for trenching operations (how long of
a distance and how many days trenching can take place along any given
block, or at any given intersection before restoration is required and parking
restored.
Equipment Specifications, Quality Assurance/Quality Control (QA/QC) Review:
Labor-hours and resources have been provided to prepare the necessary equipment
specifications and to provide for an internal and external QA/QC review. Traffic
Systems Solutions Company (TSSC) will be a sub-consultant to HLR to provide
advice and guidance on development and wording of all equipment specifications
and to provide for an overall QA/QC review of the design. Mr. Bob Budd of TSSC will
be managing the TSSC portion of the project. This scope includes a field review of
the project by TSSC.
4. Bidding Assistance:
For each project phase that will be bid (5 possible projects), the following services
will be provided:
• Provide 15 sets of bid documents (plans and specifications)
• Provide mylar originals and electronic copies of bid documents (specifications
and estimates.)
• Provide clarifications and answer questions regarding the bid package(s).
• Attend any required pre-bid meetings.
• Attend bid opening.
• Develop bid tabulation and provide a written recommendation for contract
award to the City.
5. Implementation of New Traffic Signal Timings:
The scope includes development, implementation, and subsequent field adjustments
of coordinated traffic signal timings for all five (5) project phases identified above.
This work will take place upon completion of construction and will include:
• Implementation of signal timing and coordination databases in the field
and at the Public Works Central Office
4
• Field observation and adjustment of signal timing and coordination plans
based on traffic observations during the morning, evening and midday
peak periods.
• Delivery of paper and electronic documentation and signal timing and
coordination databases to the City of Elgin.
Coordination with City staff will take place throughout this task and include
advance notification of any implementation or adjustments in traffic signal timing
included under this work task.
ELGIN CBD SIGNAL SYSTEM PHASE II DESIGN ENGINEERING
Summary of Fee Estimate and Labor Hours
Phase Fee Labor Hours
1 CBD system - 10 intersections $161,000.00 1,900
2 Dundee/Park & Kimball St system - 7 intersections $ 18,000.00 220
3 South Grove - 2 intersections $ 27,800.00 350
4 National St system upgrade - 5 intersections $ 8,200.00 100
5 State St system connection - 2 intersections $ 5,000.00 60
(all) Re-optimization of signals, incl. office & field time
(E9 20 hrs + E8 20 hrs) $ 5,000.00 50
(all) TSSC* (QA/QC & equipment specs advice) $ 5,000.00 n/a
Total Phase II design services = $230,000.00 2,680
* Sub-consultant
5
`.(`l OFF<0�
,,n_ , Agenda Item No. Cje)
City of Elgin
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G May 20, 2005 ii 1��
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TO: Mayor and Members of the City Council
FINANCIALLY STABLE CITY GOVERNMENT
EFFIC TENT SERVICES,
AND QUALITY INFRASTRUCTURE
FROM: Olufemi Folarin, City Manager
John M. Loete, Public Works D ector
SUBJECT: Amendment No.1 To An Agreement with Hampton, Lenzini and Renwick (HLR)
for the Central Business District Traffic Signal Upgrade Project
PURPOSE
The purpose of this memorandum is to provide the Mayor and members of the City Council with
information to consider Amendment No.1 to the engineering services agreement with HLR for
the Central Business District (CBD) Traffic Signal Upgrade Project to add services for final
design services and bidding assistance.
ellw RECOMMENDATION
It is recommended that the City Council authorize Amendment No. 1 with HLR in the amount of
$169,615.75 and authorize staff to execute the necessary documents.
BACKGROUND
The original agreement with HLR for the CBD Traffic Signal Upgrade Project was authorized by
the City Council on April 14, 2004 for Phase I (preliminary) design engineering services at a cost
not to exceed $170,384.25. The scope of services included a full investigation of the layout and
functionality of the existing signal system, a comparison of the pros and cons of the existing one-
way couplet of Chicago Street and Highland Avenue between State Street (IL Rte 31) and Center
Street/Villa Street and the preliminary design of new coordinated signal systems where needed.
This portion of the project has been completed with a savings of$60,000 in fees which will be
applied to the final design work described in the amendment.
Amendment No. 1 (attached) provides for final design services that include topographic surveys
of the CBD intersections identified during the preliminary engineering for this project and
coordination with City staff, downtown developers and the Downtown Neighborhood
Association throughout the development of plans, specifications and cost estimates (PS&E).
Additionally, services include the development of the final design documents to replace traffic
signals at the identified CBD intersections and bidding assistance, construction traffic
management and implementation new traffic signal timings.
Amendment# 1 with HLR for the CBD Traffic Signal Upgrade
rik May 20, 2005
Page 2
COMMUNITY GROUPS/INTERESTED PERSONS CONTACTED
None
F(Oki/ ANCIAL IMPACT
The cost of the original contract with HLR for preliminary design was $170,384.25.
Amendment No. 1 with HLR is for $169,615.75, which will bring the revised contract total cost
to $340,000.
Funding for this project is located in the Riverboat Fund, project number 339670, Center City
Traffic Signal Upgrade, account number 275-0000-791.30-03, "Architectural and Engineering
Services" ($300,000 budgeted with $129,615.75 remaining) and in account number 275-0000-
791.93-80, "Major Repairs- Public Ways Street Improvements" ($2,000,000 budgeted and
available).
goi/LEGAL IMPACT
None
r
ALTERNATIVES
1. Authorize Amendment No. 1 with HLR.
2. Do not authorize Amendment No. 1 with HLR.
Respectfully submitted for Council consideration.
(do)
Attachments
Elgin Central Business District (CBD)
Traffic Signal System Upgrade Project
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Presented to
Elgin City Council
April 13, 2005
MLR
Purpose of the Project
• Analyze existing vehicular and pedestrian traffic in the CBD, along National Street
and Kimball Avenue.
• Develop an understanding of important traffic issues to the project through an
extensive public-involvement process involving all CBD stakeholders (public
meetings, brochure.)
• Conduct agency coordination (Police, Fire, MIS)
• Review and inspect existing traffic signal system equipment.
• Implement improved and enhanced signal-timing programs for Kimball Street.
• Develop a comprehensive preliminary system design to upgrade, replace,
and modernize existing aging equipment.
• Prepare budget-level cost estimates for recommended improvements.
HLR City of Elgin
Project
Boundaries
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• State Street (IL-31 ) 4
east to � �, •� - 1:=4:(.._-41
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Villa/Center/Dundee. 4 •
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• National Street north
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to Kimball Street. .,�..� - �� : � F�, t� .4
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Encompasses 29 '` „,„ `
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intersections.
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Only• Kimball Street = �� � �
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and State Street have A..
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currently operating _ _ - - _�- _
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coordinated signals.
—' City of Elgin
HLR
"On-Street" Benefits of New Signals
Why replace the existing equipment?
• Signal equipment is over 20 years old.
Replacement controller equipment is difficult to a�i
obtain, and there is no local service or support. ttl[lim ,
•
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• Upgrading intersection equipment
will improve safety & reduce —
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accidents. (documented!) —
• Ability to coordinate signals and have signals react to changing traffic conditions
throughout the day will reduce delay and citizen complaints.
• A coordinated signal system can help control speed and improve safety.
Many of the complaints and comments heard throughout the
project are directly attributable to the current condition and
limited operating capabilities of the existing traffic signal
equipment and can be corrected.
HLR City of Elgin
"On-Street" Benefits of New Signals
What does "replacement" mean?
• "Mast-arm" style poles with overhead -�^•
street name signs.
• "Countdown"-style pedestrian ........... •
signals (walk/don't walk)
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• Emergency vehicle
pre-emption (EVP). iO4
,
• Signals that reacts to traffic conditions -s. Lir
and time of day. _ - _ -
• "Cutting-edge technology" through use of industry standard equipment.
HLR City of Elgin
"Off-Street" Benefits of Signal System
RRR4IIRITLEV ROAD 0 ELN
MRS=ILL-31 0 HUNTLEV ROAD
• Coordinated system of signals with ability ton R0I=ILL-31 0 ALDI ENTRANCE
change and monitor sinal timings remotely. RH6=ILL-72 0 LOCUST 103 ILL-31 Q HILLSIDE
RA7-ILL-72 0 VILLAGE QUARTER R02=ILL-31 Q NAME
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(decrease motorist delays & improve safety) -I + R01=ILL-31 Q ILL-72 (NI
ATOS CODES • 1.
• "Troubleshoot" incidents and equipment from -
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the office . (minimize operating costs) ' 1 _ i
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• Sharing of information and resources - ,i. '-`,
(live video feed) s i ,a'
(shared benefits) .. ,�;�s.
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Extension of fiber-optic network for use by other City
departments. (savings on future investment)
HLR City of Elgin
Project Phases and Costs
1 . CBD signals and fiber .
0 optic interconnect/ _ '.
U,� � communlcations system ,
� "backbone" (includes minor ;• '" ',
intersection & pavement ;a I , • '
marking modifications.) 10- .+ �•�4.
.
�6' $2 619 700 ;IA �AO a� ,� j t
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2. Dundee/Park signal 3i
replacement and Kimball &\k
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Street connection ($276,000) . = ;
-.e N'l, , try ti c .. -.,, 1. ,
3. South Grove Avenue Signal :� ' , .' .dx*' .; M:'
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,�\ . replacements & connection
4.
ck.�'T~ (($537,000) _ � .. _ , �. ; �- , �,
4. National Street equipment f
upgrade ($121 ,000) .
5. State Street (IL-31)
Connection ($31 ,000)
ii R City of Elgin
:s
Next Steps . . .
• Develop final design engineering.
• Prepare plans, specifications, cost estimates, and bid documents.
• Bid construction contracts and begin construction.
Questions or Comments ?
HLR City of Elgin
ELGIN CENTRAL BUSINESS DISTRICT
TRAFFIC SIGNAL SYSTEM UPGRADE
PROJECT
i
1
Findings and Conclusions
1 Preliminary Signal System Design
1
April, 2005
1
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Prepared for:
r
I
CITY OF ELGIN
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Prepared by:
BLRFHampton, Lenzini and Renwick, Inc.
Civil Engineers.Structural Engineers.Land Surveyors
380 Shepard Drive
Elgin, Illinois 60123
7
TABLE OF CONTENTS
ril
6,
I. INTRODUCTION AND EXISTING CONDITIONS I-1
r I-1. Project Purpose 1-1
k. 1-2. Project Boundaries 1-1
1-3. Basic Signal Terminology 1-2
r 1-4. Existing Traffic Signal Systems 1-5
Kimball Street System 1-5
National Street System 1-6
CBD Signal System 1-6
State Street (IL-31) Signal System 1-7
Isolated/Independent Traffic Signals 1-7
II. DOWNTOWN TRAFFIC ANALYSIS II-1
rIl-1. Downtown Vitality II-1
11-2. Existing Traffic Conditions II-1
11-3. Traffic Operations Review II-1
11-4. Traffic Signal Warrant Review 11-2
11-5. Potential Traffic Signal Removals 11-4
r
III. KIMBALL STREET SIGNAL SYSTEM COORDINATION III-1
III-1. Introduction III-1
111-2. Prior Traffic Signal Coordination Ill-1
7 111-3. Improved Traffic Signal Coordination III-1
III-4. Future Operational Issues 111-2
IV. PRELIMINARY TRAFFIC SIGNAL SYSTEM DESIGN IV-1
IV-1. Benefits to City IV-1
Emergency Vehicle Preemption IV-1
Police Department Coordination & Benefits IV-2
Communication and Computer Network Benefits 111-2
IV-2. Recommended Basic Intersection Signal Equipment IV-2
IV-3. Recommended Interconnect Plan IV-3
IV-4. Central Office Master Control Design IV-4
IV-5. Preliminary Cost Estimates (by project phase) IV-5
I. Introduction and Existing Conditions
1.-1 Prosect Purpose
The City of Elgin has dedicated significant planning, economic, and capital
resources towards improvement of the City's Central Business District (CBD) and
the surrounding areas. Recent efforts have included the "Riverfront/Center City
Master Plan,"a wayfinding/signage study along with previous and ongoing
capital improvement projects to enhance the riverfront and expand recreational
opportunities. In addition, the City is also actively pursuing public/private
partnerships to redevelop various areas of the downtown to support current and
potential future new business growth, thereby enhancing the overall vitality of the
downtown. Along with these efforts is the need to improve the physical
infrastructure in the downtown. Streets, lighting and traffic signals are all a part
of the overall physical infrastructure that supports the downtown. The CBD street
system is currently a combination of 1-way and 2-way streets and includes 29
traffic signal controlled intersections, 16 of which are in the immediate vicinity of
Chicago Street and Highland Avenue. These traffic signals regulate the flow of
vehicular and pedestrian traffic. More importantly, they regulate and influence
the flow of downtown business customers, owners, employees, and suppliers.
The majority of the traffic signals in the central CBD are in excess of 20 years old
and in need of replacement. As mentioned above, these traffic signals are a key
component of the overall downtown economic vitality, indirectly affecting the
operations of current and future businesses. Therefore, the design and
replacement of the traffic signals must be considered in this wider context, and
not just simply the replacement of lights, poles, conduit, and wire.
The primary purpose of the Central Business District Traffic Signal System
Upgrade Project is to develop the necessary planning, budget and preliminary
design requirements in order for the City to physically replace and upgrade the
traffic signal system in the downtown. The purpose of this project is not to
increase either the volume or speed of traffic in the downtown via improvements
to the traffic signal system.
1-2. Project Boundaries
The project encompasses the area bounded by Kimball Street on the north,
National Street on the south, State Street (Illinois Route 31) on the west and Villa
!A' Avenue/Center Street/Dundee Avenue on the east. This area is graphically
shown on Exhibit 1.
Within the CBD there are 29 existing traffic signal controlled intersections. An
additional two locations near the CBD have also been included in this project. All
of these signals were installed over a period of time and some have been
� I-1
I
modified or replaced since their original installation. The traffic signals evaluated
as part of this project generally fall into 5 groups:
• Kimball Street Signal System (6 intersections)
• National Street Signal System (6 intersections)
• Central Business District (15 intersections)
• State Street System (2 intersections)
• Independent/ Isolated signals (2 intersections)
The location of these intersections is shown graphically on Exhibit 2.
1-3. Basic Signal Terminology
Before briefly discussing each of these systems, a few basic traffic signal terms
are provided below to help understand what comprises a signal controlled
intersection, how they operate, and what their basic capabilities are.
A typical traffic signal installation at an intersection consists of vertical poles or
Pi' posts, mast arms(the horizontal pole extending over the road), signal heads
(red-yellow-green lights), pedestrian signals (walk/don't walk lights) and the
controller(computer processor and switching equipment) located in a cabinet at
or near the intersection.
Actuated Control: The ability of a traffic signal controller to "sense" where there
is traffic is called actuated control. This is typically done with wire loops in the
pavement or more recently with video cameras. Traffic actuation provides the
ability to "switch" the green-light to the direction of current traffic or highest traffic
r and greatly minimizes having to stop for a red-light when there is no traffic on the
opposing street, or to have the green light stay on for a long period of time after
the traffic has left the intersection. The more loops or cameras present at an
intersection, the greater the responsiveness to traffic and the greater the
decrease in vehicle delays. Failed/broken loops will lead to a signal "turning
green" for a side street with no traffic.
Interconnect: The connection of several traffic signals together to allow for the
coordination of traffic movements during peak periods (rush hour) or for special
events is referred to as an "interconnect" or "signal system". A traffic signal
interconnect, if implemented properly, will allow the majority of traffic to travel
through multiple traffic lights in one or both directions at the posted speed limit,
without having to repeatedly stop. Providing this coordination only for vehicles
traveling at the speed limit can help decrease speeding and increase safety.
Most closely spaced traffic signals on busy arterial roadways in northern Illinois
r
1-2
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CITY OF ELGIN
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.L.Ii. ti)4 Central Business District
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• Kimball Street System
• CBD System ,
---
Traffic Study
• State Street System
EXISTING TRAFFIC SIGNALS
I b • National Street System
O Independent(no Interconnect) :. ,,1*a - *
- • igil ..,-;.-„,.,,
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, .e.m*--- '111-- ' - EXHIBIT 2
is
are currently "interconnected." Therefore, driver expectancy in this region is NOT
to stop repeatedly. The lack of coordination at closely spaced intersections can
�r lead to rear-end accidents and pedestrian confusion. Traffic signal interconnects
constructed today typically use fiber-optic cable or radio (wireless) technology.
Emergency Vehicle Preemption (EVP): Specialized control equipment that
allows for emergency vehicles (fire and rescue) to safely transfer the "green" light
to their direction of travel in advance of the intersection is referred to as
emergency vehicle preemption, or EVP. Implementation of this equipment allows
fig traffic to clear from the intersection and limits the potential for opposing traffic to
enter the intersection while the emergency vehicle is attempting to cross the
intersection.
Pan-Tilt-Zoom (PTZ) Camera Monitoring: The use of fiber optic technology for
traffic signals has resulted in the ability of traffic signal equipment to
accommodate both stationary and moveable cameras as part of the traffic signal
installation. Stationary and moveable (PTZ) cameras serve a variety of
functions. Monitoring of traffic conditions, identification of roadway blockages or
malfunctioning signal equipment can all be accomplished remotely from one or
more offices thereby allowing for quick identification of problems and a more
efficient response. Computer network technology also allows the sharing of this
video by multiple agencies. For example, the Public Works department can
utilize these cameras to monitor traffic flow or roadway conditions during a winter
storm. The Police Department could also utilize these cameras to identify and
respond to traffic accidents or for other enforcement purposes. PTZ cameras
can be controlled remotely and can see all around an intersection. It should be
noted that this technology can be programmed to "block out" camera views of
adjacent buildings and use of the cameras is restricted via the computer network
security protocols.
1-4. Existing Traffic Signal Systems
A brief explanation of the various traffic signal systems located in the CBD along
with their current operational status is provided below. A proper understanding of
the existing operating condition and capabilities of each system is necessary in
order to formulate what future improvements are needed to upgrade the system.
Kimball Street System: The Kimball Street System is the most modern of
all of the traffic signal systems in the CBD. All of the intersections have
mast-arm mounted signals, pedestrian signals with push buttons, and are
actuated with pavement loop detectors. In addition, 5 of the 6
intersections are interconnected with fiber optic cable and there is a
telephone modem connection available to allow for remote monitoring of
traffic signal timings and equipment along this route.
The intersection of State Street (IL-31) with Kimball Street is not physically
connected with the other 5 signals along Kimball Street and prior to this
1-5
f
ro ect, was not coordinated with these sigikft nals.nals. The Kimball Street/State 1 g
Street intersection is under the jurisdiction of the Illinois Department of
Transportation (IDOT), which has an intergovernmental agreement with
the City of Elgin that provides for City maintenance of this signal. It is also
IDOT policy in the Chicagoland area to equip signalized intersections
adjacent to an active railroad (traffic signal-railroad preemption
interconnect) with a telephone line and modem for remote monitoring of
equipment status. The Kimball Street/ State Street intersection has a
remote dial-up connection and the signal is monitored weekly by IDOT.
As part of the scope of work for this project, the coordination plan for this
intersection and the others intersections along Kimball Street was revised
and is discussed later in this report.
National Street System: This system of 6 signal controlled intersections
was constructed prior to the Kimball Street System and while the physical
traffic signal equipment such as the poles, mast-arms and signal heads
are relatively modern, the controller equipment itself and the interconnect
cable is in need of replacement. The interconnect cable is no longer
functional and the traffic signal controller equipment is no longer all from
the same manufacturer. Therefore the traffic signals on National Street
cannot be coordinated effectively. The majority of the existing traffic
signal controller equipment is from a manufacturer that is no longer readily
supported in this area. Service and replacement parts for the particular
equipment are difficult to obtain. This along with its age warrants
replacement of the controllers and the interconnect cable.
CBD Traffic Signal System: The 15 signals in the CBD system consist of
a variety of different kinds of signal control equipment and hardware
(poles, posts, signal lights, etc.) With the exception of the traffic signals
located on State Street and the signals on Villa Street/Center
Street/Dundee Avenue, the CBD traffic signals do not include mast arms
and therefore visibility of the traffic signals can be a safety issue. Again,
most all traffic signals in northern Illinois are currently constructed with
mast arm mounted signals. Therefore, some drivers may not be
accustomed to looking for traffic signals located on the side of the
roadway on poles or posts. This can lead to an increase frequency of
right-angle accidents. A recent study of"before" and "after" crash rates
conducted by the Chicago Department of Transportation at 25
intersections where mast arm mounted signals replaced older style
pole/post mounted signals indicated an average decrease of 45% in the
number of crashes and a 62% average decrease in injuries.
In the past, 14 of the 15 signals in this area were part of an interconnect
system to help regulate and coordinate traffic flow through the CBD. As
time has progressed and the equipment aged, this interconnect system
has failed and now these signals operate for the most part independent of
1-6
each other. This absence of coordination results in vehicles stopping
repeatedly at closely spaced signals and this stopping is somewhat
"random" throughout the day and over the course of a given week.
Like the National Street System, the majority of the traffic signals in the
CBD include traffic signal controllers that are difficult to repair due to lack
of local repair and technical support and limited part supplies for this
particular manufacturer.
State Street System: Like the Kimball Street/State Street intersection, the
intersections of State Street (IL-31)/Highland Avenue and State Street (IL-
31)/Chicago Street are interconnected with each other via fiber optic cable
and have railroad/traffic signal preemption equipment. These
intersections are under the jurisdiction of IDOT and there is an existing
telephone modem connection located at this system for remote dial-up
monitoring. Per intergovernmental agreement, these signals are
maintained by the City of Elgin.
Independent/Isolated Signals: There are two independent or "isolated"
traffic signals that were also reviewed as part of this project. These
signals are Chicago Street/ Gifford Street, and Chicago Street/Channing
Street. These intersections operate independently and are not part of any
signal system.
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1-7
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II. Downtown Traffic Analysis
P
II-1. Downtown Vitality
The need to analyze traffic within the wider context of downtown vitality and
support of the businesses was a critical component of this project. To ensure
that the traffic consultant, Hampton, Lenzini and Renwick, Inc. was continually
cognizant of the traffic and pedestrian requirements for a vital downtown,
11" Business Districts Inc. (BDI), a consultant of business district services, was
added to the consultant team to increase overall awareness of business related
issues and to provide research on how other communities have treated traffic
flow in their downtowns.
11-2. Existing Traffic Conditions
The first component of this portion of the project was the collection of current
traffic and pedestrian volume information. This data was collected at each
signalized intersection for approximately 12-hours (6:30 am — 6:30 pm) on a
weekday. The number of vehicles, vehicle type (car, truck, bus) and the direction
of travel (through, right or left turn) were recorded. These counts were conducted
in the spring and fall of 2004 when school was in session. This information was
utilized to analyze existing traffic conditions and to simulate potential changes in
traffic flow.
In addition to vehicular andp edestrian information, a field reconnaissance of
each traffic signal location was conducted. The sequence and timing of traffic
signal operations were observed and roadway information collected relating to
number and function of traffic lanes. This information, in combination with the
traffic and pedestrian volume data, was then utilized in the traffic flow analysis
portion of the project.
11-3. Traffic Operations Review
One of the key planning documents addressing current and future capital
projects in the downtown is the "Riverfront/Center City Master Plan." As part of
this plan, several downtown traffic issues were identified for additional
investigation. These issues are:
• Consideration of 2-way traffic flow on Chicago Street and Highland Avenue to
support and strengthen the downtown.
• Consideration of extending Grove Avenue north from the Post Office to
Symphony Way to strengthen and enhance the Civic Campus.
These two traffic flow alternatives were evaluated in detail and the results
presented to the public and communicated to the City Council, prior to the plans
II-1
and preliminary designs being developed for replacement of the traffic signal
system. The analysis of these traffic flow options included such factors as
pedestrian safety, infrastructure design, access to the downtown, impacts to
parking, and costs.
Two design concepts were developed; one to accommodate 2-way traffic on
Chicago Street and Highland Avenue, and an improved 1-way design concept
that maintains the existing one-way flow, but reduces the length of some of the
r pedestrian crossings and adds some additional parking capacity.
The extension of Grove Street through the Civic Center was also evaluated from
a traffic impact standpoint only. Under both the 1-way and 2-way traffic flow
concepts this extension appears to be "traffic neutral" in that there does not
appear to be a significant benefit or detriment to extending Grove Street as a low
speed local street in this area. Due to the close proximity of retaining walls
behind City Hall, underground utilities, and the close proximity of the brick "wing
walls" on the Appellate Court building, there may be significant construction
constraints and modifications required to these structures if Grove Street is
extended.
A complete discussion of the traffic analysis and accompanying public
involvement process is summarized in the separate report entitled "Downtown
Central Business District Traffic Study, Existing Conditions and Traffic Flow
Concept Designs,"dated October 2004. Subsequent to this report, the City of
Elgin decided not to pursue the conversion of Chicago Street and Highland
Avenue to accommodate 2-way traffic.
IP11-4. Traffic Signal Warrant Review
One of the tasks requested as part of this project, was the review of all existing
traffic signal locations with respect to whether any existing traffic signals may no
longer meet traffic signal warrants. The installation, or removal, of a traffic signal
is based on engineering studies which take into account the operating
characteristics of the roadway and surroundings along with a review of applicable
factors, which are referred to as "warrants" established in the "Manual on Uniform
Traffic Control Devices,"(MUTCD) as published by the United States Department
of Transportation and adopted by the Illinois Department of Transportation. The
MUTCD is an accepted and defensible set of policies with respect to traffic signs,
markings and signals. Most states, counties and municipalities follow the policies
and guidelines of the MUTCD.
PP
The traffic signal warrants contained in the MUTCD offer guidelines with which to
compare an intersection's operating characteristics and help in the decision
making process. It is inherently more difficult to review an existing traffic signal
location and make a determination of whether these warrants and other
contributing factors justify removal of the traffic signal.
L
11-2
As mentioned previously, much of the delay and lack of coordination in the
existing CBD traffic signal system is directly attributable to the advanced age and
condition of the traffic signal control equipment. The ability to detect vehicles and
maintain coordination has been lost. Several of the signals operate on a "pre-
" timed" basis where signal indications change regardless of whether there is
itok traffic on the side street or not. This condition is extremely frustrating to
motorists who have become accustomed to the traffic-actuated signals (traffic
11. sensors) that exist in most of the surrounding areas.
Replacement of the CBD signal system is recommended regardless of whether
traffic flow changes are made. It is likely that a lot of the complaints with respect
to unnecessary delay will disappear once the signal equipment is replaced and
upgraded.
r
The MUTCD contains 8 warrants to analyze as part of the overall engineering
study and decision-making process for the installation or removal of a traffic
signal. These eight warrants are briefly explained below:
Warrant 1, Eight Hour Vehicular Volume: This warrant is intended for
OP
locations where a large volume of intersecting traffic occurs. Depending
on intersection configuration (number of lanes), this warrant generally
requires a minor street (side street) traffic volume of approximately 100 or
more vehicles per hour, with a corresponding major street volume of 400
or more vehicles per hour for a minimum of eight hours of the day.
Warrant 2, Four-Hour Vehicular Volume: This warrant is intended to be
applied where the volume of intersecting traffic is the principal reason to
consider installation of a traffic signal. Unlike warrant 1, the minimum
volume requirements must be met for only four(4) hours of day.
However, the minimum volume of side street and major street traffic is
significantly higher than Warrant 1.
Warrant 3, Peak Hour: This warrant is intended for use in situations
where there the minor street traffic endures extremely high delays when
attempting to enter the major street traffic stream. The volume
requirements for side street and major street traffic for the peak hour are
much higher that Warrants 1 and 2. For example, if the major street has a
total two-way traffic of 800 vehicles per hour on a 4-lane road, such as
Center/DundeeNilla, the side street volume must be at 350 vehicles per
hour for one hour of the day.
Warrants 4, Pedestrian Volume and Warrant 5, School Crossing: These
warrants involve minimum pedestrian crossing volumes and an
assessment of the gaps in the street traffic and are intended for use in
r
I„ 11-3
pp
location where the major street traffic is so heavy that pedestrians have a
difficult time crossing the street.
Warrant 7, Crash Experience: This warrant requires a minimum volume of
traffic on both intersecting streets and an occurrence of at least 5 crashes
in a 12-month period that are of a type susceptible to correction by a traffic
signal. It must also be demonstrated other alternative traffic control
techniques and enforcement have not been effective.
Warrant 6, Coordinated Signal System and Warrant 8, Roadway Network:
Traffic signals, in rare instances, can be installed in order to group or
"platoon" traffic together to move efficiently through a system of
coordinated traffic signals.
Warrants 1,2 and 3 (8-Hour, 4-hour and Peak Hour) were reviewed against the
traffic volume information collected for this project. Table 1 on the following page
identifies those intersections studied and whether these intersections meet these
volume related warrants. The warrants relating to other factors such as accident
experience, coordination, etc. that are used to justify installation of a new signal
are not readily applicable to evaluating the potential removal of a traffic signal.
I1.-5 Potential Traffic Signal Removals
As can been seen Table1, while several signals do not meet the traffic volume
warrants, there are other contributing factors that would support leaving these
signals in place such as restricted visibility and length of pedestrian crossings.
Some of the signals are located in areas slated for redevelopment and traffic
conditions may change as these redevelopment efforts evolve.
The intersections of Division Street/Center Street, Villa Street/Gifford Street, and
Chicago Street/Gifford Street should be investigated for removal and the
potential for providing other traffic control measures (school crossing guards,
etc.) to accommodate periodic, but limited, peaking of traffic should be
investigated and discussed with area residents, property owners and tenants
before a final decision is made.
The intersections of S. Grove Avenue with Fulton Street/Spring Street and S.
Grove Avenue with Prairie Street/Riverside Drive should be monitored and re-
evaluated after redevelopment of this area. Replacement of the signal
equipment at these two intersections should ideally wait until after redevelopment
and completion of Festival Park. For budgeting purposes, replacement of all
traffic signals was assumed. In other words, budget estimates were not reduced
assuming certain traffic signals would be permanently removed.
11-4
Pi
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Table I
Traffic Signal Volume Warrant Review
IP
LRetain or Warrant Met
Intersection Recommend Removal Peak Hour 4 Hour 8 Hour Other Circumstances
IL-31/Kimball Retain X X X
P Kimball/Grove Retain X X X
L Kimball/Douglas Retain X X X
Kimball/Spring Retain X X X
Wide pavement on Kimball,long pedestrian
Kimball/Center Retain crossing times,little refuge in median,lack of
vehicle storage in median(side street tums).
Kimball/Dundee Retain X X X
Dundee/Park Retain X
Division/Spring Retain Obstructed sight lines EB and WB.
Exiting school and church traffic.Consider
Division/Center Recommend Removal removal if altemative traffic control measures
are feasible.
IL-31/Highland Retain X X X
Highland/Riverside Retain X Obstructed sight lines at intersection
X Limited sight lines at intersection,very long
Highland/Grove Retain pedestrian crossing times.Signal will satisfy 4-
hour warrant with very small increases in traffic
on Grove(planned redevelopment)
Highland/Douglas Retain X
X Signal will satisfy 4-hour warrant with very
Highland/Spring Retain small increases in traffic on Grove(planned
redevelopment)
Highland/Center Retain X X
IL-31/Chicago Retain X X X
Intersection currently partially closed. Access
Chicago/Riverside Retain from planned redevelopment,obstructed sight
lines after redevelopment warrant retaining
signal
r Chicago/Grove/ X 5-legged intersection,safety issues
Douglas Retain
Chicago/Spring Retain X-reduced Will meet 80%warrant with minor increases in
traffic.
Chicago/Center Retain X
Chicago/Center Retain X
Recommend retaining and monitoring due to
Fulton/Grove Retain potential future traffic and pedestrian impacts
from planned redevelopments and limited sight
lines at intersections.
Recommend retaining and monitoring due to
Grove/Prairie Retain potential future traffic and pedestrian impacts
from planned redevelopments and limited sight
lines at intersections.
Villa/Gifford Recommend Removal Consider removal-modify one-way traffic flow
restriction.
Chicago/Gifford Recommend Removal Consider removal.
Chicago/Channing Retain X
Villa/National Retain X X X
National/Grove Retain X X X
r National/Raymond Retain X
National/IL-31 Retain X X X
x=Meets existing traffic signal warrant
,-,:i ti• e,et•.:3rrart.wr th s:chi irni:•ea in t-,,-,';c
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Once an engineering study and investigation has been accomplished, the 2003 MUTCD
suggests several steps be followed in accomplishing the removal of traffic signals:
1. Determine the appropriate traffic control to be used after removal of the
signal.
2. Remove any sight-distance restrictions as necessary.
3. Inform the public of the removal study, for example by installing an
informational sign (or signs) with the legend "TRAFFIC SIGNAL UNDER
STUDY FOR REMOVAL" at the signalized location in a position where it is
visible to all road users.
4. Flash or cover the signal heads for a minimum of 90 days, and install the
appropriate stop control or other traffic control devices.
5. Remove the signal if the engineering data collected during the removal study
period confirms that the signal is no longer needed. Instead of total removal of
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the traffic control signal, the poles and cables may remain in place after
removal of the signal heads for continued analysis.
These procedural steps should be followed prior to removal of any of the signals
identified in Table 1.
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Ill. Kimball Street Signal System Coordination
FP
III-1. Introduction
One of the specific tasks of the Central Business District (CBD) Traffic Signal System
Upgrade Project was the evaluation and refinement of the existing traffic signal timings
and coordination plans for Kimball Street between Dundee Avenue and Illinois Route 31
(State Street). As mentioned in the introductory chapter to this report, the Kimball
Street System is the most modern of all the traffic signal systems in the CBD. All
intersections have mast-arm mounted signals, pedestrian signals with push buttons,
and are actuated with pavement loop detectors. In addition, 5 of the 6 intersections are
interconnected with fiber optic cable and there is a telephone modem connection
available to allow for remote monitoring of traffic conditions along this route.
The intersection of State Street (IL-31) with Kimball Street is not physically connected
with the other 5 signals along Kimball Street and prior to this project, was not
coordinated with these signals. The State Street intersection is under the jurisdiction of
the Illinois Department of Transportation (IDOT), which has an intergovernmental
agreement with the City of Elgin that provides for City maintenance of this signal. The
Kimball Street/ State Street intersection has a remote dial-up connection and the signal
is monitored weekly by IDOT
III-2. Prior Traffic Signal Coordination
The Kimball Street system has previously operated on a single coordination plan that
operated from 6:30 am until 10:00 pm on weekdays and 8:00 am until 10:00 pm on the
weekends. Outside of these hours, when traffic volumes are low, the traffic signals
operated independently and relied on the loop sensors in the pavement to change from
red to green. Since the IL-31/Kimball Street is controlled independently of this system,
this signal was not coordinated with the other 5 traffic signals.
A review of the traffic operations along Kimball Street was made prior to developing and
implementing revised signal timings. Traffic and pedestrian counts were conducted at all
of the signalized intersections along Kimball Street. A detailed operational review of the
existing pavement loops and how they were utilized to control the traffic signal was
made. The proper utilization of pavement loops with respect to off-peak traffic flow can
significantly reduce delays during these periods.
III-3. Improved Traffic Signal Coordination and Operations
Traffic on Kimball Street varies throughout the day with eastbound traffic heavier in the
morning and westbound traffic heavier in the evening. Midday and weekend traffic is
more varied and late at night/early morning traffic is very low. The development of
traffic signal timing plans should be reflective of varying traffic conditions. Based on the
existing traffic patterns, three new traffic signal timing coordination plans were
developed and implemented for the morning peak (6:30 — 9:00), evening peak (3:00 -
III-1
6:00), and the midday (9:00 —3:00)/evening (6:00 — 10:00)/weekend peak periods. Late
at night (after 10:00 pm), the traffic signals will still work independently to avoid delays
when traffic is very low. During these very low traffic conditions, requiring minor side
street traffic to stop and wait for coordination of little or no through traffic on the main
route is not necessary and can increase overall delay.
One disadvantage of the previous signal setting was that the green indication on the
side streets would remain even if traffic had left the intersection. As part of the
implementation of the new traffic coordination plans, the utilization of the traffic signal
loop sensors has also been enhanced to reduce the amount of time a traffic signal is
green for a side street after the cars have left the intersection. These kinds of
improvements will result in the system being more responsive to traffic and reacting
more quickly during off-peak/late night operations. The previous traffic signal settings
did not include what is called "gap reduction" techniques. "Gap reduction" programming
measures the gap between successive vehicles in traffic as they cross the pavement
loops at the intersection. These measurements are used to detect where the back of
the stopped line of traffic is at a signal. Once the last vehicle has entered the
intersection, the traffic signal senses that there is no more traffic and allows the green
indication to be transferred quickly to the other street regardless of whether the side
street has used the programmed amount of green time available.
Although the IL-31/Kimball Street intersection is not physically interconnected to the
remainder of the system, coordination is currently being maintained through a weekly
synchronization of the system time clocks.
III-4. Future Operational Issues
There is a need to physically interconnect the IL-31/Kimball Street intersection with the
rest of the system to provide for ongoing coordination. As discussed later, this can be
accomplished for a relatively minor investment.
Although it is not part of the Kimball Street system and the traffic signal equipment is in
need of replacement, some field timing adjustments were made the Dundee Avenue/
Park Street intersection to reduce delays and minimize the "stacking" of traffic between
Kimball Street and Park Street during peak periods. Future traffic signal improvements
will connect this signal with Kimball Street to allow for better coordination.
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IV. Preliminary Traffic Signal System Design
kitx IV-1. Benefits to City
As mentioned in the introduction to this report, the replacement of the traffic signals in
the Central Business District is more than just new poles and wires. It affects the quality
of life, movement of people of goods in the downtown, and can provide benefits to other
City departments and the public at large. These benefits include:
• Improved pedestrian and vehicular safety. Reduction in vehicular accidents will
reduce delay, reduce economic costs to the motorists, and reduce City costs
P" associated with responding to vehicular accidents.
• Improved vehicular and pedestrian safety through more visible, modern, and
easy to understand signal indications.
• Reduced response time for fire and rescue operations through emergency
vehicle preemption.
• Provide for remote system monitoring by Public Works staff resulting in reduced
response times and improved efficiency in responding to problems.
• Assist the Police Department in monitoring the downtown through the sharing of
video camera capabilities and providing additional fiber optic cable capacity for
use in future wireless communications network.
• Capacity to assist other City departments through the extension of city's fiber
optic network as part of the improvement.
• Reduced stop and go delay of vehicles between traffic signals.
• Significant reduction in electrical energy consumption through implementation of
light-emitting diode (LED) traffic signal and pedestrian signal heads.
Emergency Vehicle Preemption Benefits
As mentioned above, one of the benefits of replacing the traffic signals is that the new
equipment will have the ability to respond to signals emitted by fire and rescue
equipment and change the "green" traffic signal indication to the direction the
emergency vehicle is traveling. This can "clear out" stopped vehicles and can prevent
IP
the traffic signal green from changing to the side street as the emergency vehicle
approaches. The benefit is reduced response time by emergency vehicles and
improved safety at the intersection as emergency vehicles approach.
IV-1
Police Department Coordination & Benefits
As part of this project, a coordination meeting was held with the Police Department to
ensure that the traffic signal system would have the capability to assist the Police
Department's effort to provide for increased safety in the downtown and to allow for
easier implementation of a future wireless communications network.
1 . The proposed preliminary system design provides the capability of installing up to 8 PTZ
(pan-tilt-zoom) video cameras to be located at various intersections and the capacity to
►� implement remote camera control and viewing from the Police Department. The
proposed preliminary system design provides the necessary framework and
infrastructure "on the street." It does not include the necessary computer network
switching equipment and control equipment that would physically be needed at the
Police Department.
The proposed traffic signal interconnect will be accomplished via fiber optic cable
installed in existing and proposed new conduits throughout the CBD. From preliminary
discussions with the City's MIS Department and Motorola, Inc. (Police Department's
wireless vendor) effectiveness of any proposed wireless communications network will
be enhanced by the installation of fiber optic cable as part of this project. During final
design of the traffic signal system, the control cabinets can be sized to house the
wireless transmitter/receiver equipment for their network.
Communication and Computer Network Benefits
As mentioned above, physical replacement and modernization of the downtown traffic
signals will result in the installation of fiber optic cable throughout the downtown. The
proposed design requires a cable with 18 fibers for traffic signal operations and video
detection/monitoring needs. The preliminary design identifies installation of a 36-fiber
cable (24 multimode and 12 single mode.) that will result in additional capacity for the
City. The exact size (number and type of fibers) and design of the fiber optic cable can
be refined during the final design of the traffic signal system to best suit the City's need.
IV-2. Recommended Basic Intersection Signal Equipment
The existing CBD traffic signals are a mix of control equipment, posts, and pedestrian
signals from intersection to intersection. As mentioned previously, a majority of the
complaints relating to traffic flow and operations in the downtown area can be attributed
directly to age and operating capabilities of the equipment. Replacement of the CBD
traffic signals should reduce a lot of the operational issues identified by the public and
result in improved safety for both pedestrians and vehicles.
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6.
While each location will have a unique set of circumstances and specific equipment
requirements, the following general equipment requirements should be implemented at
�r each intersection:
• Mast arm mounted traffic signals to improve visibility and awareness of traffic
signals.
• Mast-arm mounted street signs to provide better "way-finding" through the
downtown.
• LED traffic signal heads to reduce electrical consumption and increase signal life.
• "Count-down" style LED pedestrian signals to better convey right-of-way and
crossing times to pedestrians.
• Pedestrian push buttons to activate pedestrian signals at each intersection.
• Emergency Vehicle Preemption (EVP) equipment for Fire & Rescue operations.
• Video detection equipment or pavement loop detectors to improve traffic
responsiveness.
• Capacity to accommodate PTZ cameras for use by Public Works and Police
Department personnel.
• Fiber Optic interconnect system for signal coordination and remote monitoring by
Public Works Department.
Traffic signal poles and posts should be consistent through the downtown area. There
are also various aesthetic/ ornamental improvements that can be added to standard
traffic signal poles to provide for an enhanced streetscape in the downtown. These
specific design issues can be further developed during final engineering.
IV-3. Recommended Interconnect Plan
A detailed review of existing record traffic signal plans was performed and this
information verified in the field. The existing interconnect conduit was inspected to
determine viability for re-use. If the conduit was accessible and the former interconnect
cable was moveable within the conduit, it was assumed to be "intact" and assumed to
be available for re-use. The proposed design includes replacement of the existing
interconnect conduit on Chicago Street, between Douglas and Center. This conduit
may still be in good condition, however, handholes in the street have been paved over
and the conduit is no longer accessible for inspection. It is recommended that during
final design exploratory trenching be conducted by the City to locate the conduit and
assess its condition. If acceptable, reusing this conduit would significantly reduce costs
and disruption during construction. It should also be noted that the existing conduit
IV-3
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along the center of South Grove Street from Chicago to Fulton Street was assumed to
be intact. There is no existing interconnect cable within the conduit and therefore its
pp integrity could not be verified other than a visual inspect at each intersection.
Exhibits 3 through 5 in this section provide an overview of the signalized intersection
u� locations to be modernized, proposed underground routing of the interconnect system,
preliminary interconnect routing, and a detailed preliminary design of the traffic signal
telemetry, video detection and surveillance camera communication system. It should be
�* reiterated that the preliminary design, to be conservative, does not assume removal of
L signals that appear to be no longer warranted.
The proposed connection to City Hall is based on a coordination meeting with the City's
MIS Department that indicated that there is adequate network switching and fiber optic
capacity back to the Public Works Department. Under the proposed design, video-
related data is being brought back to the Public Works Department separately from the
traffic signal telemetry intentionally. Depending on the final configuration of the
connection to the City's computer network, separating video from "regular" data will
conserve network capacity and not impact the City's computer network capacity as
much as routing all video and traffic signal data through the network would. The
proposed design and cost estimate take into account installing a video server at City
ri Hall.
The proposed interconnect design has also been developed to allow for the future
capability of linking both Kimball Street System and the State Street System into the
proposed fiber optic network. This would provide the advantage of remote monitoring of
all three systems via the City's computer network at the Public Works Department and
provide for a more coordinated flow of traffic.
IV-4. Central Office Master Control Design
Current technology and the availability of the City's fiber optic network could allow for all
monitoring and the physical coordination of the traffic signals to be accomplished
remotely at the Public Works Department. This would eliminate the need for any master
controller(s) in the street cabinets. If linked together, the master controllers on the
Kimball Street, State Street, and National Street system could also be eliminated and
controlled by the central office. There are, however, disadvantages to this design.
These disadvantages include:
• Requires purchase and ongoing license and maintenance of central office
software and hardware (approximately $100,000 initial investment plus future
licensing and software maintenance costs).
• Requires specific staff training and results in permanent need to allocate
specialized staff to the system in order to maintain coordinated traffic flow.
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• Restricts ability to "change out" cabinet equipment in the future to a different
vendor/manufacturer.
ew
• Limits ability of maintenance contractors and others to access the signal system,
troubleshoot, and make revisions to coordination timings if required. (This could
be resolved if remote access to the City's computer network by the maintenance
contractor was allowed. However, this raises network security issues and would
need to be discussed further with the MIS Department.)
• Loss of communication with central office will result in loss of coordination on all
systems if not restored in a timely manner. Loss of a single master controller on
r one system in the field will limit loss of coordination to just that system and not
affect all others.
While Central Office Control has been implemented in larger metropolitan areas
such as the Chicago CBD and Peoria, it is the recommendation of this report to
proceed initially with on-street masters to provide the City with flexibility in future
staffing and equipment configurations and to reflect that fact that the system does
not have a significant number of traffic signals compared to the cost of Central Office
Control software. It should be noted that nothing in the proposed preliminary system
design would preclude upgrading the system to allow for Central Office Control. The
preliminary design and associated cost estimates provide are based on the local-
master controller system with remote monitoring and programming capabilities.
IV-5. Preliminary Cost Estimates
The original scope of this project was to identify the preliminary engineering
requirements to replace the existing core downtown CBD traffic signal system. As the
project progressed and further investigations of the Kimball Street and National Street
systems were conducted, additional opportunities to enhance and better coordinate the
traffic signals on all of the these systems were developed for a relatively low investment
of funds. For example, the Dundee Avenue/Park Street signal is in close proximity to
the Kimball Street System and could be interconnected for a relatively low cost. In turn,
there is an existing conduit from Park Street south to Highland Avenue and west
towards City Hall that would enable a link of this signal and the entire Kimball Street
system to the Public Works Department. The phone connection to Kimball Street could
then be eliminated reducing a future ongoing cost to the City. A total of five (5) separate
project phases have been identified for consideration in implementing an improved
traffic signal system in the general downtown area. These project phases are described
below and cost estimates provide on Table 2. There is no recommended priority of
improvements other than the interconnect portion of Project Phase 1 must be
accomplished first in order to build the "backbone" of the signal system.
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Project Phase 1: Central Business District System
Replacement and modernization of all traffic signals on Chicago Street, Highland
Avenue, and Division Street (10 signals). Install fiber optic interconnect system and
necessary interface to City computer network for remote monitoring at Public Works
Department and to provide future ability to provide video feed to Police Department.
Proiect Phase 2: Dundee Avenue/Park Street & Kimball Street System Modifications
Replace and modernize traffic signal at Dundee Avenue/Park Street and provide fiber
optic connection north to Kimball Street System. Connect existing isolated intersection
of State Street (IL-31)/Kimball Street with remainder of Kimball Street System through
fiber optic cable connection at Kimball Street/Grove Street intersection.
Project Phase 3: South Grove Avenue Traffic Signals
Based on future redevelopment plans and modifications to Riverside Drive, evaluate
and if still warranted, replace and modernize traffic signals at South Grove
Avenue/Fulton Street and South Grove Avenue/Riverside Drive/Prairie Street.
Interconnect with fiber optic cable to CBD system (project 1).
Project Phase 4: National Street Interconnect Upgrade
Modify traffic signal control cabinets to accept new controllers and install fiber optic
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cable interconnect system. Equipment will have the capability to provide future radio
interconnect to the north to allow for connection to CBD system. The connection is
recommended for remote system monitoring more so than coordination of traffic.
National Street traffic patterns are relatively independent of those on Chicago Street or
Highland Avenue.
Project Phase 5: Interface State Street (IL-31) System
Connect existing interconnect system on IL-31 at Chicago Street and Highland Avenue
to remainder of CBD system to provide for better coordination and remote monitoring.
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Table 2
Po Central Bussiness District Traffic Study
it. Planning Level Cost Estimates by Project
PI PROJECT DESCRIPTION ESTIMATED COST
i` Complete replacement of 10 traffic signals. Includes
pavement and sidewalk restoration. $1,950,000
ill Interconnect system to 10 locations. $112,000
itfr Connection to City Hall. System hardware and
1:CBD Signal software (video server, switching, MARC-NX). $85,000
System Sub-total $2,147,000
10% contingency $214,700
Design engineering & construction supervision (12 %) $258,000
rTotal Project 1= $2,619,700
Complete replacement of Dundee/Park signal w/
restoration. $195,000
r 2: Dundee/Park Connect CBD system to Kimball Street system &
& Kimball Street Connect IL-31/Kim ball to Kimball Street system. $31,000
Modifications Sub-total $226,000
10% contingency $23,000
Design engineering & construction supervision (12 %) $27,000
Total Project 2= $276,000
r Complete replacement of 2 traffic signals. Includes
pavement and sidewalk restoration. $390,000
3: South Grove Interconnect system to CBD system $50,000
r Avenue Signalso Sub-total $440,000
10% contingency $44,000
Design engineering & construction supervision (12 %) $53,000
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Total Project 3= $537,000
Modify existing controller cabinets. $59,000
Install Fiber Optic Interconnect. $40,000
pm 4: National Sub-total $99,000
Street Upgrade 10% contingency $10,000
Design engineering & construction supervision (12 %) $12,000
P„ Total Project 4= $121,000
Modify existing controller. $10,000
5: State Street Install radio Interconnect to CBD system. $15,000
r System Sub-total $25,000
10% contingency $3,000
Connection Design engineering & construction supervision (12
%) $3,000
Total Project 5= $31,000
r TOTAL ALL PROJECTS= $3,584,700
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