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HomeMy WebLinkAboutRESPONSE - RFP - P1147 SIGNAL TIMING PROGRAM (3)M, West 441h Avenue, Ward Road and Youngfield Street. She has also completed signal timing studies for the West Chatfield Avenue corridor, Speer and Federal Boulevard, and for US 150. For this project, Nancy will support the team in updating and calibrating the signal timing model and assist in timing implementation and documentation. Nancy's availability for this project is 75% Sus! Marlina — Traffic Engineer Susi will serve as a project engineer and will assist the team with the development of signal timing plans, implementation and benefits analysis. Susi has a master's degree in Transportation Engineering from the University of Colorado at Denver, with a focus on traffic operations. Her traffic signal timing experience includes the Aurora Citywide Signal Timing project, Kipling Street in Arvada, Sheridan Boulevard in Westminster, and the development of inbound/outbound timing plans for the Broomfield Event Center. She is experienced in the use of Synchro, Transyt-7F and TS-PP/Draft, and with evaluating CMAQ performance measures for signal timing projects for the Denver Regional Council of Governments. Susi's availability for this project is 65%. Steve Markoveta(Hartwig & Associates) Steve Markovetz, PE, of Hartwig & Associates has 23 years of experience in traffic engineering. Steve's role in the project will be to lead the data review and analysis task, and to assist with portions of the model update, cycle selection, timing plan development and implementation. Steve has experience in signal timing, development of data collection programs, and traffic operations. He has developed and reviewed traffic analysis models using Synchro, Transyt-7F, and several other programs in urban, suburban and pedestrian -intensive environments. He performed the existing conditions assessment task of Fort Collins' study that lead to the replacement of the previous signal system. Other relevant project experience includes miscellaneous signal timing in Lakewood, the Houston CBD Signal Timing Study and the Speer Boulevard Pedestrian Safety Study. Steve has worked with the key proposed consultant staff extensively during his career. Steve's availability for this project is 40% Dan Cronin (dlc Engineering) Dan Cronin has over 30 years of experience in traffic engineering including the design of traffic signals, traffic safety studies, intersection and interchange operations, developing traffic signal timing and coordination plans, and designing and implementing computerized traffic signal control systems. He has extensive experience with computer signal timing development models including Synchro, Teapac, Transyt-7F, Passer, and TS-PP/Draft. Dan has also developed traffic simulation models using CORSIM and SimTraffic computer models. Most recently, he assisted Karl on the Aurora Signal Timing project in the same capacity as his proposed role in this project. Karl and Dan also worked side -by -side during the implementation and acceptance testing for Lakewood's Advance Traffic Management System. He also recently developed and implemented AM, PM and off-peak traffic signal timing plans for 15 traffic signals along Garrison Street in Lakewood. Additionally, Dan has a working history with Fort Collins, having served as a subconsultant on the City's previous citywide signal timing program in the late 90's. Dan's availability for this project is 30%. 3. Project Experience 3. Project Experience The Muller Engineering team brings an extensive amount of project experience in the development, implementation and documentation of traffic signal timing plans. Due to the recent addition of Karl Buchholz to our firm, we have included Karl's relevant past firm/agency experience in this section. The following projects were completed within the past five years. Aurora Citywide Signal Retiming Project (Phase 1) 2007 Client: City of Aurora Client Contacts: Ms. Anna Bunce 303-326-8227 / Ms. Michelle Samura 303-326-8228 Project Manager: Karl Buchholz (with prior firm) While with another firm, Karl served as project manager and lead project engineer 1, a %t , ? •. for Phase 1 of the Aurora Citywide Signal Retiming project. Many aspects of this project were quite similar to the Fort Collins project. The project scope included r� developing AM, PM and off-peak (weekday and weekend) timing plans for nine arterial corridors (120 traffic signals) in the southern half of Aurora. A comprehensive cycle length analysis was conducted to determine the optimum v cycle length for each timing plan. Signal timing strategies that were deployed ` included '/Z cycling, lead/lag phasing, phase omits, detector cross-switching, overlaps, and alternate transition modes. Special attention was also given to the signal timing near the Nine Mile LRT station where there had been frequent conflicts between pedestrians, bicyclists and motor vehicles. The project implemented an "advance walk" interval and protected turn movements to improve safety. Major project tasks included data collection, data analysis, cycle length evaluation, development of corridor timing plans, implementation and fine tuning of plans, benefits analysis, and documentation. The project resulted in an annual user cost savings of $10.1 million, a fuel reduction of 196,000 gallons, and an emissions decrease of 620,000 lbs. The project was completed on -time (11 months) and within budget. DRCOG On -Call Signal Timing Services Client. Denver Regional Council of Governments (DRCOG) Client Contact: Mr. Jerry Luor 303-480-6753 Project Manager: Karl Buchholz (with prior firm) 2006-2008 DRCOG provides inter -jurisdictional signal timing to Denver metropolitan agencies utilizing CMAQ funding. For two years, Kad served as project manager and lead engineer for the development of signal timing plans on seven different DRCOG task order assignments. The task orders included developing peak period and off-peak period timing plans along major arterial corridors in the Denver metropolitan area including: ✓ Colfax Ave (55 signals in Denver & Aurora) ✓ Wadsworth Blvd (30 signals in Arvada & ✓ Sheridan Blvd (28 signals in Arvada & Westminster) Westminster) ✓ Jordan Rd (14 signals in Parker & Arapahoe Cnty.) ✓ Hampden Ave (14 signals in Englewood) ✓ Kipling St (9 signals in Arvada) ✓ US 6 IMP (52 signals in Denver & Lakewood) Primary project tasks included data collection, data analysis, cycle length evaluation, development of timing plans, work order preparation, implementation and fine-tuning, benefits analysis and documentation. Travel time, fuel consumption and emissions reductions were realized for all corridors and time periods for which timing plans were developed. In addition to coordination with DRCOG, the project involved close coordination with local jurisdictions and CDOT during the timing development and implementation phases. These task order assignments, combined with the in-house work of DRCOG staff, have enabled DRCOG to continue their highly successful CMAQ signal timing program. Colorado Mills Mall Traffic Signal System Improvements Client/Agency. Mills Corporation/City of Lakewood, Colorado Agency Contact: Mr. David Baskett 303-987-7981 Project Manager: Matt Andrews Muller Engineering Company provided roadway and traffic signal design for three arterial roadways as part of the public infrastructure improvements for the Colorado Mills Mall. As part of the project, Muller staff designed 16 traffic signals (modifications to existing signals plus new signals) surrounding the Mills shopping mall. The design of the signals included over 100 system detectors, CCTV cameras, and fiber optic communications for the monitoring of inbound and outbound traffic flow during peak shopping seasons, and for the implementation of traffic responsive control using Lakewood's TransCore signal system. As Principal Traffic Engineer for the City of Lakewood at the time, Karl was also extensively involved in the project and was responsible for developing the opening day signal timing plans, and subsequently implementing traffic responsive signal control for the mall area traffic signals. Due to the attention to detail during the planning and design of this project, the opening day traffic conditions for the mall was remarkably uneventful despite a record attendance of 75,000 shoppers. 2001-2003 City of Lakewood On -Call Traffic Engineering Services Client: City of Lakewood Client Contact: Mr. David Baskett, 303-987-7981 Project Manager/Engineer: Karl Buchholz 2007-2008 Muller Engineering currently provides on -call consulting services to the City of Lakewood Traffic Engineering Division. Most recently, Muller Engineering provided signal timing services for South Kipling Parkway to troubleshoot progression problems during the AM and PM peak periods. Muller Engineering also developed signal timing plans for the newly constructed C-470/Alameda interchange, which served as the primary access point for the 2008 Parade of Homes. Additional services previously provided under this contract include miscellaneous signal timing and technical assistance to the City for the operation of their current TransCore signal system. During his tenure as Principal Traffic Engineer for the City of Lakewood, Karl was also intimately involved in the implementation and acceptance testing of most aspects of Lakewood's Advanced Traffic Management System. This included controller acceptance testing (NEMA and 2070), system operation, and NTCIP conformance testing. Broomfield Event Center Timing and Signal System Evaluation Client: City and County of Broomfield Client Contact: Mr. Tom Schomer, 303-438-6398 Project Manager: Karl Buchholz The Broomfield Event Center hosts a variety of sporting and entertainment events that can attract upwards of 6,000 visitors during peak weekday and weekend traffic periods. Earlier this year, Karl provided traffic signal timing services to evaluate event traffic conditions and develop inbound and outbound signal timing plans. The Event Center is located adjacent to the busy interchange of Wadsworth Blvd. and US 36 so plans were developed to fit with the existing progression plans through the interchange. The project included implementation and fine-tuning, which occurred during three different events. Broomfield, Karl assisted the City in evaluatng their current TCS II signal recommendations for a system upgrade. The City is in the process of chan Siemens Actra system utilizing Siemens 2070 SEPAC controllers. 2008 assisting the City and CDOT with On a related project for the City of system and provided the City with ging out their TCS II system with a 4. Team Motivation a Availability r P 9 4. i eam motivation and Availability The Muller Team is exceptionally motivated to deliver this project. First and foremost, we offer a project manager, Karl Buchholz, who has the availability, interest and skills necessary for the Fort Collins Signal Timing Program. Karl has conducted many similar recent projects for other Colorado municipalities and routinely addressed signal timing issues as part of his duties with the City of Lakewood, including re -timing of the city's signals following the replacement of their system between 2000 and 2004. Additionally, the key proposed staff members have focused all of their careers on providing local agencies in the state with traffic engineering services — working with Fort Collins is a natural extension of this path. The Muller team has also been tracking this project for several months and we have spent a significant amount of time reviewing Fort Collins' current signal timing conditions — both in the field and also examining the Synchro files provided by the City. We not only bring many years of traffic signal timing experience to this project, but we offer the City a working knowledge and in-depth understanding of municipal traffic engineering. We will approach this project in an innovative manner; tempered by sound engineering judgment, which is a fundamental element of traffic signal timing. Muller will commit the key staff members outlined in this proposal to the Fort Collins Traffic Signal Timing Program. Should project needs require additional resources, we will commit to assigning additional Muller staff to meet the required schedule milestones. Our project manager, Karl Buchholz, brings a proven track record of managing projects to meet clients' schedules and critical timelines, as evidenced by his performance on the previous signal timing projects. Karl understands that he is ultimately responsible to Fort Collins for schedule, budget and project quality; but at the same time the project team must remain flexible and agile to meet the overall project goals and needs of Fort Collins. The graph below outlines the current workload commitment of Muller's staff over the next year. The graph illustrates sufficient capacity for Muller staff to complete the Fort Collins 2008 Traffic Signal Timing Program. Muller's key team members have project commitments of less than 50% starting in November of this year. o,000 ],000 0,0M 5,000 'o 4,000 x 3,000 2,000 1,000 Current and Projected Workload wunel r._..—.._.. I " Availabla Hours '^ Cur.WWOMloarl 10 5. Project Understanding & Critical Issues 2 5. Project Understanding and Critical Issues Project Understanding Fort Collins' Traffic Operations Division has a strong history of investing in the infrastructure and development of their traffic control system. In the past several years, Traffic Operations has completely replaced their traffic signal system, field equipment and communications infrastructure to provide the City with a state-of-the-art Advanced Traffic Management System (ATMS). The City has also built a first rate traffic operations center, installed 28 CCTV cameras and over 150 system detectors that enable staff to monitor and control the City's 177 traffic signals. Three years ago staff conducted a citywide retiming effort that involved updating timing plans from the previous 1998 retiming program. Existing cycle lengths were mostly maintained while splits, offsets and phase sequences were modified to optimize each arterial corridor. City staff has generally been pleased with the current three timing plans and are not looking to make wholesale changes. The primary intent of this effort is to update those timing plans where needed, and to develop additional off-peak timing plans to provide a better match between traffic flow conditions and coordinated signal timing. For the 2008 Traffic Signal Timing program, Fort Collins has received Congestion Mitigation and Air Quality Improvement (CMAQ) funding. Our understanding of the primary goals for this program is: • Update the existing timings for the AM, midday and PM peak periods to optimize °' the efficiency of travel during these time periods • Develop new timing plans to address off-peak traffic flow conditions during mid- morning, evening and weekend periods • Take advantage of the functional capabilities of Fort Collins' Q traffic control system and the 2070 NextPhase controllers • Accommodate and, where feasible, improve travel conditions and safety for alternative transportation modes, especially pedestrians and bicyclists • Provide measurable congestion relief and air quality benefits to Fort Collins' transportation system • Demonstrate and document the process, results (benefits) and recommendations of this retiming program to satisfy CMAQ funding requirements Critical Issues Figure 1 provides an illustration of several issues that our team has identified based on our project research, past experience and field observations. A summary of these issues, as well as others not shown in Figure 1, are provided below. Cycle Lengths — Based on our review of the City's current Synchro timing models, the predominant cycle length in the AM period is 110-seconds. In the midday and PM periods it is 120-seconds. Some exceptions include the Mulberry and Timberline corridors that operate on a 120-second cycle all day, and the Taft Hill corridor that runs ` t a 100-second cycle all -day. Half cycles are also used at several minor intersections and in the closely spaced downtown grid network. Figure 1 identifies where there are notable breaks in the coordination caused by different cycle lengths. Our initial assessment is that these are mostly logical locations for coordination breaks, but there might be opportunities to eliminate some coordination breaks, particularly in the AM period. For instance, the Timberline corridor between Harmony and Prospect may be better served by using a 110 second cycle, which would provide cross -coordination opportunities with the east -west corridors. Also, Harmony Road west of Mason operates on a different cycle length during the AM and PM periods, causing a coordination break with the signals to the east and north. ege Avenue ng, bicycle, pedes , and bus operations u pact signal timing N de and crossing rake / Collegi 3left-turn queue (ceeds available orage capacity e, Horsetooth and Harmon ly spaced signals on east -west ors often result in gridlock near le Avenue College / Harmony SB right lane drop causes bottleneck K H VINE DR. MULBERRY ST PROSPECT RD. DRAKE RD. HORSETOOTH RD. f ARMONY RD TRILBY RD. W � K Q W UJ Z J W ) J O W J Q H � O Only) LEGEND 1 y Nj Primary Progression Route Secondary Progression Route Critical Intersection Existing Coordination (Cycle) Breaks Mulberry Street Short signal spacing (400') between College and Remington often results in gridlock Riverside / I Heavy SEB to S movement and volume oftrud Harmony Heavy comr to / from 1-2 major empl, centers College F NB left -turn'( during PM p( It is important to note that the determination of cycle length is one of the most critical aspects of signal timing. Selecting a wrong cycle length can make it very difficult to provide good signal operations, no matter how well splits and offsets are chosen. A cycle length that is too short will result in cycle failures and poor progression, while cycle lengths that are too long can create unnecessary queuing problems or excessive delays. Given the importance of cycle selection in the project, this task will need to be a collective decision -making process involving City staff and technical input/recommendations from the Muller team. Off•Peak Timing Strategies — As mentioned above, one of the primary goals of this project is to develop timing plans that better match daily and weekly variations in traffic flow. The current timing plans were all developed for weekday peak period traffic flows (AM, Noon and PM). While these plans provide adequate capacity for off-peak time periods, they do so at the expense of increased delay due to their longer cycle lengths. In fact, the midday timing plan utilizes a 120-second cycle length for most of the corridors. It's quite likely that a shorter cycle length in the range of 80-100 seconds will be more appropriate for weekday night-time and/or off-peak weekend periods. An important consideration will be to determine the minimum cycle length that can be used during periods of low traffic flows at the arterial -arterial intersections. This is most often a function of satisfying the pedestrian walk and flashing don't walk intervals and also the minimum splits for left -turn movements. Unlike many NEMA controllers, the 2070 NextPhase controller allows a cycle length to be programmed that is less than the sum of the pedestrian clearance intervals. However, if pedestrian movements are frequent (every 3-4 cycles) then the controller will still be in a steady state of transition, which will negatively impact both intersection operations and corridor progression. In addition to reducing the cycle length, there are several other useful strategies and issues to consider when timing for under -saturated (off-peak) conditions. These include: • Giving a greater emphasis to delay reduction than progression bandwidth. • Side street and left -turn phase splits should be set as generously as possible to handle movements that have unusual peaking characteristics such as churches, soccer/ball field complexes and shopping centers. • Phase omits for protective/permissive left -turn movements can reduce overall intersection delay and allow for shorter cycle lengths. (This strategy can sometimes generate phone calls to the City about "inoperable turn arrows". An alternative measure is to increase the left -turn detector delay setting by time -of -day.) • Adjustment of progression speeds, where necessary, to reflect free flow conditions. • Use of Conditional Service at minor intersections to allow re -servicing of actuated phases. • Utilizing fixed force -offs to allow unused green time to be given to subsequent phases. • Where "coordinability" factors are low, setting intersections to run "free" rather than in coordination. Signal Timing Strategies for Oversaturated Intersections — Figure 1 also identifies several congested intersections in Fort Collins based on our field observations and our analysis of performance measures using the current Synchro files provided by the City. Most of these intersections operate at or over capacity during one or more peak periods. While it may not be possible to fully mitigate capacity constraints with signal timing, there are specific strategies that can be used to improve the efficiency of highly congested intersections. Examples of these include: • Managing queues to avoid intersection grid lock and left -turn stacking beyond storage bays. • Reducing detector extension settings (by time -of -day) to allow actuated phases to gap out more efficiently. • Disabling "simultaneous gap out" for side street phases. September 23, 2008 Mr. John D. Stephen, CPPO, CPPB Purchasing Division City of Fort Collins 215 North Mason Street, 2nd Floor Fort Collins, Colorado 80524 RE: Proposal No. P1147 Signal Timing Program Dear Mr. Stephen and Selection Committee Members: Thank you for the opportunity to respond to your Request for Proposals for the Fort Collins Signal Timing Program. We are excited by the prospect of working together with Fort Collins to achieve the project goals and have assembled an experienced, focused and cohesive team to successfully complete this project. Some of the benefits offered by the Muller Team include: Strong, Proven Project Manager— Karl Buchholz will serve as Muller's project manager. He brings 22 years of municipal and consulting experience to Fort Collins, and he understands the importance of completing projects within budget and working cooperatively with the client to bring about a successful project. His practical experience with operating and maintaining traffic signal systems also makes him acutely aware of what it takes to bring a project from design to implementation. See Section 1 Experienced Team and Support Staff— Muller Engineering Company's project team includes Hartwig and Associates and dlc Engineering to support Karl Buchholz and the Muller project staff. Steve Markovetz of Hartwig & Associates assisted Fort Collins with the existing conditions assessment task that led to the replacement of the previous signal system. Dan Cronin worked closely with Karl on the Lakewood Signal System upgrade and the Aurora Citywide Signal Timing project, and also worked with Fort Collins on the City's 1998 signal timing program. See Sections 1 and 2. Commitment — Fort Collins will benefit by the availability of our team members to begin work immediately on this project and to complete it within the 12-month schedule. We have not previously worked for the City of Fort Collins, and we are highly motivated to demonstrate our signal timing capabilities and offer our professional services. See Sections 1 and 4. Proven Track Record — The knowledge of the Muller Team includes hands-on experience with similar traffic signal equipment, software and signal timing projects. This experience will translate to a signal timing project that will promote efficient traffic flow and realize measurable benefits to the Fort Collins community. See Sections 2 and 3. High Value, Mid -Size Firm — Muller Engineering Company is a mid -size, employee -owned firm with highly experienced professionals. Our company's size and office location allows us to offer competitive billing rates relative to the experience levels of our staff. We are not burdened by expensive office rent or high corporate overhead rates. This enables us to offer excellent value for the services rendered to our clients. See Section 1. 777 S. Wadsworth Boulevard, Lakewood, Colorado 80226 Telephone: 303/988-4939 ♦ Fax: 303/988-4969 ♦ Website: www.mullereng.com • Use of shorter cycle lengths instead of longer cycle lengths to avoid queuing problems. • Metering of traffic at upstream signals where there is capacity to store queues without causing gridlock. • Taking advantage of coordination breaks at over -saturated intersections to restart a platoon for downstream progression. Primary Versus Secondary Progression Corridors — Corridor progression through Fort Collins has traditionally favored north/south movements over east -west movements for two reasons: untimely train crossings of east -west corridors hinder the ability to provide good east -west progression; and travel patterns through Fort Collins are mostly north -south oriented. Two exceptions to this are the Harmony Road and Mulberry Street corridors, both of which provide important links between Fort Collins and 1-25. Our initial assessment of the Synchro timing files provided by the City suggests that the primary progression phases that are currently in use are appropriate; however, an early action item of the project will be to re -assess these to see if any changes are in order. Directional peak hour traffic counts will be analyzed for each corridor and recommendations provided regarding primary and secondary progression corridors. Signal Timing to Accommodate Pedestrians and Bicyclists — We understand the intent of this project is not to reevaluate pedestrian timing intervals; however, it's important that the timing plans take into consideration the safety and mobility of non -motorized transportation modes. Unnecessarily long cycle lengths will increase the likelihood of pedestrians crossing against the signal. Special attention should also be given to pedestrian and bicycle movements across College Avenue and Shields Street, adjacent to the CSU campus. Placing major street phases in "rest in walk", utilizing "leading walk" intervals and providing bike minimum green intervals can have positive impacts on pedestrian/bicycle safety. Another key element to consider for developing coordinated signal timing plans is whether or not the side street vehicle splits should be set to fully accommodate pedestrian intervals at intersections with low to moderate pedestrian activity. The advantage of setting the split times to accommodate pedestrian intervals is that the controller will not go into transition after a pedestrian call; however, this can also cause the intersection to operate in a sluggish manner by not allowing the side street phases to gap out as quickly. One potential strategy to mitigate this is to set the Maximum Green parameter for the side street phase to only accommodate vehicle demand while still setting the coordinated splits to accommodate pedestrians. Another strategy is to set the splits so that they sum to a lower value than the cycle length. The time difference between the split sum and the cycle length is then used whenever there is a pedestrian call, which allows the pedestrian phase to be serviced without causing the controller to enter transition. Signal Timing Optimization Software — The two primary signal timing models to be considered for this project are y Synchro and Transyt-7F. Both programs have been used quite extensively by traffic engineers, and Muller team members have a strong working knowledge of each. The primary advantage of using Synchro is that the modeled network is already constructed, which means that the consultant team can spend more time calibrating the model as opposed to building a new timing network from scratch. Also, using Synchro for this project eliminates the need to transfer Transyt-7F data back into Synchro file format for the project deliverables. The primary critique of Synchro, however, is that its algorithms are proprietary and that it operates in a somewhat of a "black box" manner. Transyt-7F, on the other hand, has been in existence since the early 1970's and has undergone numerous updates and revisions (the current version is release 11). It has been more rigorously tested in both the academic realm and also in practice. Unlike Synchro, which does not allow the user to select a specific performance index, Transyt-7F also offers multiple options for optimizing timings (disutility index, PROS, fuel consumption, delay) and also provides two different optimization algorithms (Genetic or Hill Climb). In our opinion, the decision on which timing program to use comes down to a joint decision with Fort Collins staff. As an early action item on the project, we will review the pros and cons of both programs with the City and jointly ascertain which model provides the best fit to Fort Collins' signal network. It's important to note that whichever program is selected for the project, the software is just another tool and that all signal timing models have their limitations. The best results occur when well -developed timing models are applied in the field with sound engineering judgment and practical know-how. Field Observations — Conducting thorough Feld observations during the "before" period is an essential task in the preparation of good timing plans. A great deal of information can be obtained by simply watching a corridor under existing conditions for each signal timing period. Queue spillbacks, cycle failures, pedestrian impacts, bus operations and lane utilization are some of the key observations to make. Field observations will also be used to verify lane geometry, link speeds and phasing. We do not pretend to know all aspects of Fort Collins' signal operations but the Muller team will spend the necessary a—VU"t f time in the field to provide fresh and objective observations about existing problems as well as recommendations for practical solutions. Performance Measures and Timing Benefits — Having completed numerous CMAQ signal timing projects, Muller team members understand the significance of needing to realize measureable project benefits. For the purposes of the CMAQ grant requirements, project �benefits will be determined by conducting before -after travel-time/delay runs (by city staff)and converting corridor travel -time into a user cost savings, fuel reductions and decreased emissions. Prior to conducting the after runs, and during the implementation/fine-tuningGiml phase of the project, Muller staff will conduct preliminary "after' travel -time runs on each corridor. This allows us to make an initial assessment of whether or not travel time has improved and, if not, to make further adjustments prior to conducting the official after runs. We have successfully used this strategy on past projects and have also found that it aids us in the fine-tuning of the timing plans. In addition to meeting the benefit requirements of the CMAQ grant, the City may wish to include other performance measures such as stops, delays and cycle length utilization to provide a more comprehensive evaluation of the project. One disadvantage of travel time runs is that they do not assess the change in travel time or delay for side street movements, including pedestrians and bicyclists. Pedestrian delays are a function of the cycle length and walk interval, which can easily be calculated for before/after conditions. Another consideration is whether the City wants to evaluate off-peak performance measures for night-time and/or weekend timing plans. The City's extensive number of system detectors could provide another means to measure performance such as average corridor speeds, occupancy and volume. Multiple Cycle Lengths in Old Town — We understand that the traffic signals on Mason and Howes Streets north of Mulberry Street are excluded from this timing effort and that the current timings will be considered fixed for this project. The closely spaced signals surrounding these two streets; however, use three different cycle lengths for the AM timing plan (110 seconds on Mulberry and College Avenue to the south; 60 seconds on Jefferson; and 80 seconds on College from Laporte to the north), none of which match the 55 second cycle used on Mason and Howes Street. The Mason and Howes signals are logically coordinated with the 110 second cycle used at College and Mulberry by use of "%2-cycle" coordination. The 60 and 80 second cycles on Jefferson and at Laporte/College cause an unfortunate coordination break at a point where the signals are closely spaced. One option to address this would be to set the Jefferson signals to 55 seconds (assuming minimums can be met), and increasing the cycle on College Avenue (between Laporte and Vine) from 80 to 110 seconds. Doing so would help to minimize unnecessary stops and potential queuing problems between intersections. The Page 15 timing project should include a detailed analysis of this area to fully explore opportunities to minimize coordination breaks while still satisfying controller timing parameters and the unique characteristics of these intersections. Closely Spaced Intersections Adjacent to College Avenue — Each of the east - west arterial streets have intersections that are located immediately east and/or west of College Avenue. A number of the intersections are spaced as closely as 400 feet. During peak periods east -west traffic often gridlocks between College Avenue and the adjacent intersections due to limited queue storage capacity for through and left - turn movements. For off-peak timing plans, the volume of traffic will likely be low enough so as not to create gridlock conditions. For the existing AM and PM timing plans, it may be more appropriate to meter traffic at upstream intersections to prevent midblock congestion, or possibly make split/offset adjustments to reduce queuing. Progression of Major Turning Movements — In some cases it is advantageous to provide for progression of turning movements when the volume of turning traffic is large. One location where this applies is at the two intersections of Lemay and Horsetooth where the NB and SB left turn movements are essentially equivalent to NB and SB through movements. Even though dual lefts are provided on both legs of Lemay Avenue, lane usage is highly imbalanced because most vehicles are positioned in the outside lane to turn right at the downstream intersection. Sample lane utilization measurements should be taken to adjust the model's lane utilization factors at these two intersections. Several other heavy left turn movements, such as those at Harmony/Timberline, Harmony/College, Timberline/Horsetooth and College/Laurel are locations where the left -turning vehicles should ideally be progressed to avoid hard stops at downstream intersections. Utilizing lagging left -turn phasing is one approach to improving downstream traffic flow for heavy left -turn movements. Riverside/Mulberry — This intersection has several factors that make it susceptible to peak period congestion and a challenging signal timing location. The SEB left -turn movement from Riverside to EB Mulberry operates near capacity during the PM peak period. Congestion for this movement is also exacerbated by the high percentage of heavy vehicles that use Riverside and Mulberry in route to 1-25. Furthermore, intermittent train crossings of Mulberry cause long queues for EB, WB and SEB traffic. Depending on the duration of the train crossing, intersection recovery can often take several cycles. There likely is not an easy signal timing fix for this location given the above constraints; however, the signal timing project will need to recognize this intersection as a potential bottleneck and take appropriate measures to limit its impact on congestion and air quality measures. 2070 NextPhase Controller Features - The Siemens 2070 NextPhase controller offers several features that provide greater flexibility for coordinated signal timing. For instance, phase barriers are utilized as offset reference points, which allow cycle transitions to commence mid -cycle resulting in quicker recovery. Also, NextPhase allows for multiple transition methods, selection of phase and plan tables by time -of -day, transition split adjustments, and user defined allocation of spare green time. The Muller team will work with City staff during the project to identify those features of the 2070 and the Siemens i2 system that can be used to positively impact signal timing. 6. Project Approach a Scope of Work � x �6* M rv� r A 6. Project Approach and Scope -of -Work The Muller team has tailored a work plan to address the specific needs, challenges and opportunities of the Fort Collins Signal Timing Program. Our team's objective is to provide a seamless working interface with Fort Collins' staff throughout the project so that the goals of the project are met in a quality, timely and cost effective manner. Our project work plan is defined by the following key tasks: Task 1: Project Initiation — Immediately upon receiving notice -to -proceed, the Muller team will schedule a project kick-off meeting to review the scope, schedule and initial work tasks, and to confirm City needs and expectations. At this meeting we will request all recent turning movement data, hourly link counts and controller timing sheets (Muller already has the existing Synchro files). We will also initiate a discussion with City staff to get their perspective on signal timing philosophies, past experiences, critical locations and project challenges and opportunities. Finally, we will coordinate with Fort Collins staff to schedule "before" travel -time runs and a follow-up workshop to establish project goals, objectives and performance measures. Deliverables: Meeting Minutes Task 2: Establish Project Goals, Objectives and Performance Measures — Prior to beginning the development of traffic signal timing plans, it is essential that the project team establish the d� T� goals and objectives that will guide this project to successful completion. The Muller team will lead a workshop with City staff to set project goals, objectives and establish performance measures. We will also discuss general signal timing philosophies that could impact the development of timing plans such as optimization preferences (delays/stops, progression, fuel consumption, etc.) �l prevailing saturation flow rates, use of phase omits and minimum splits. We also know will specificproject benefit es uirmust be ttet withre9and to the CMAQ fudrig.Wevrilldiscuss�epecificeof these measures such as: time periods for analysis of project benefits, performance measures (user time savings, fuel consumption, air quaW measures), and CDOT/NFRMPO project reporting requirements. Additionally, there will be several goals and objectives that are important to the Traffic Division, City Officials, and to the community in general. Thus, it will be important to gain a broad perspective for the overall expectations of this project. What defines project success to the Traffic Division may be different than what City officials or the general community has in mind. We have no intention of turning this project into a broad community forum; however, the better understanding we have of what's important to various stakeholders the better job we can do in meeting expectations. Items that will be important to the Traffic Division might include: • Meet project budget and schedule requirements • Improve traffic flow in a safe and efficient manner • Work jointly with the consultant in a team environment that does not require consultant "hand -holding" • Maximize the potential capabilities of the City's Siemens i2 TCS and 2070 NextPhase controllers • Document measureable benefits of the project Items important to City Management and Elected Officials might include: • Complete the project within the allotted CMAQ funding limits • Document that the project provided the City a high return on their CMAQ grant • Show that the City's investment in their traffic management system is realizing direct benefits to citizens • Emphasize multi -modal benefits of this project Items important to the Fort Collins community (citizens) might include: 0 Provide perceivable (not just measureable) improvements to traffic flow • Reduce inefficiencies in the system (e.g, excessive delays during off-peak periods) • Build citizen confidence that the City is managing their transportation system in highly efficient manner Deliverables: Technical Memorandum Summarizing Project Goals, Objectives and Performance Measures Task 3: Review and Analysis of Traffic Data — We understand that Fort Collins has already completed most of the data collection work for this project and that in- house staff will be completing all future data collection regarding turn movement counts, hourly link counts and before/after studies. With a project of this size, it is important that the consultant get its arms around the data without getting lost in the details. To that end, we will review the data to look for any anomalies where volumes do not balance or where link volumes differ substantially from turning movement volumes, etc. A quick comparison can also be made to identify any unexpected differences between current and historical volumes. Data irregularities will be brought to the City's attention and will either be hand - adjusted or new counts will be requested, if necessary. The other key element of this task will be to conduct a comprehensive assessment of time -of -day and day -of -week traffic flow patterns so that recommendations can be made with regard to off-peak timing plans. The Muller team will conduct an in-depth review of weekday and weekend hourly traffic data to ascertain directional and scalar changes in traffic flow for each corridor. Recommendations will be made regarding where each timing plan should fit into a time - of -day and day -of -week schedule to accommodate associated traffic levels. Given that the current timing plans were based on peak hour traffic data collected during the morning, midday and evening peak periods, the data will be factored to estimate turning movement counts for each of the off-peak periods. In most cases, the midday turning movement counts will be used for factoring to off-peak conditions. Care will be exercised to take into account the directional variations that can occur during off-peak periods, which may be different than those exhibited by the midday counts. These conditions are more likely to occur near large retail establishments, schools, parks and churches. Deliverables: Technical Memorandum Summarizing Methodology Used to Determine Off -Peak Traffic Data and Selection of Off -Peak Timing Periods Task 4: Field Observations and Timing Model Updates — As discussed in the critical issues section, one of the most important tasks of this project will be to spend the necessary time in the field to make observations, take notes and develop a general assessment of existing traffic operations. No amount of data analysis or computer work can replace the knowledge gained by examining conditions on the street. The Muller team will visit each intersection to verify lane geometry, signal phasing and to take note of any unusual intersection characteristics. Naturally, a greater amount of time will be spent at the major intersections than at minor intersections. Items to assess include pedestrian/bicycle activity, lane utilization, cycle failures, queue storage issues, early releases, etc. Each corridor will also be driven during each timing period to assess the quality of progression and travel flow characteristics. Conditions that can be easily verified or assessed will be assigned to junior or mid -level staff; while those requiring a higher level of judgment will be done by Muller's senior team members. Concurrent with field observations, the existing timing models will be updated and calibrated based on what is learned from field observations. We also recommend that "before" travel -time studies be completed at this point because there is a lot of useful information that can be gained from this data. Link travel speeds can be determined, especially where closely spaced intersections may result in progression speeds lower than the speed limit. Also, travel time data is an excellent indicator of progression quality, and will reveal locations of early releases, cascading stops or cycle failures. One other consideration regarding the timing model update is whether or not the City wishes to collect saturation flow rate data. Muller team members have done this in the past and have found it to be useful in calibrating timing models. This could be particularly relevant in Fort Collins where the downtown streets have characteristics that will likely result in lower saturation flow rates compared to streets like Harmony or Timberline. Collecting sample saturation flow rate data is straight forward and not labor intensive, so it may be helpful to take some measurements at select locations. Once the timing models have been updated, the Muller team will review the model output reports and make comparisons to our field observations. Where discrepancies exist, the model parameters will be re -checked and adjusted as needed. In addition to saturation flow rate changes, this could include adjusting lane utilization factors, accounting for conflicting pedestrians, including right turns on red, and accounting for midblock sink/source flows. The model will then be used to develop practical signal timing plans that become a finished product during the field implementation process. Deliverables: Tech Memo Summarizing Model Adjustment Methods and Assumptions r.� Task 5: Cycle Selection and Development of Timing Plans — Task 5 will begin with an analysis of corridor cycle lengths, potential network partitions and ti determination of logical coordination break points. The Muller team will create a cycle length map that shows existing cycles for each time period and < R . coordination factors along critical links. Potential coordination break points will be identified along with recommendations from the timing model runs. A cycle 1­11_111,1w + length analysis will be performed for each corridor timing effort, with performance measure results presented to the City at a cycle review meeting. ' Other factors that will be considered in the selection of cycle lengths are accommodation of pedestrian movements, consistency with crossing corridor cycles, fuel consumption, emissions and queue spill back. Working together with the City, we will prepare an analysis spreadsheet that accounts for each performance measure relative to each cycle length. The spreadsheet will be used as a tool in assisting with the determination of cycle lengths for each coordination zone and time period. Muller will summarize and present the cycle analysis results to Fort Collins in a clear and concise format to enable an informed decision on the most appropriate cycle length(s). Once agreement is reached on the cycle lengths for each corridor/time period, the Muller team will develop preliminary coordination plans that identify splits, offsets and lead/lag phasing where appropriate. Our experience with timing models has taught us that they do not always select the best splits and that manual adjustments are usually needed. We also find it helpful to compare proposed split percentages with existing split percentages. Unless there are significant problems at an existing intersection, the proposed splits should not be too different from existing splits. In oversaturated conditions, the splits will be set to balance the delays of the critical movements and to manage queue lengths to avoid spillover wherever possible. Once the cycle length and splits are set, another "offset -only" optimization run will be performed. Time -space diagrams will be reviewed and adjusted as needed. The proposed timings will then be presented to City staff for review and comment, followed by any necessary adjustments. Deliverables: Technical Memorandum on Cycle Length Analysis Results and Recommendations Time -space diagrams and timing data for each corridor and time period Task 6: Implementation and Fine Tuning — A smooth implementation process for this project is key to the project's overall success. The implementation task includes preparing work orders and QA/QC of the work orders to compare against the final timing plans. (Note — Fort Collins is considering the purchase of a software application that will convert Synchro timing parameters into 2070 NextPhase timing data. This would eliminate the need to generate work orders). Prior to implementation, Muller will prepare an implementation schedule that identifies the sequence of timing plan implementation by corridor. Our plan will be to implement and fine-tune a corridor every other week. Fine-tuning of some of the larger corridors (e.g. College Avenue) will potentially take longer than two weeks and could overlap with other corridors. Also, given the grid network of the system, changes on one crossing corridor will likely create the need for minor tweaks to the other corridor. Once the timings have been verified and any critical issues resolved, the Muller team will check the quality of progression along key corridors and also individual intersection movements during the heavier weekday peak periods. Issues to look for include double stops, cascading flows, early releases, over -capacity movements, excessive side streets delays and queue spill -over. Any recommended changes will be documented and communicated to City staff for review and implementation. Our project understanding section highlights several intersections and corridors that are critically important, and we will be sure to spend the necessary time in the field optimizing traffic flow at these locations. Deliverables: Signal Timing Implementation Schedule (Updated bi-weekly) Task 7: Evaluation and Documentation — Using before/after data collected by the City of Fort Collins, the Muller team will perform a detailed evaluation of performance measures for each corridor and each timing plan. Muller will use a spreadsheet template that our team members have used on other CMAQ projects to calculate the project benefits. At a minimum, these measures will include travel time, stops, delays, fuel consumption and emissions (CO, NOX and HC). Variable data inputs that will need to be considered include motorists' value of time and the price of fuel. Other performance measures City staff may wish to consider including are pedestrian delay, hydrocarbons (carbon offsets), hot spot reductions and cycle length utilization. Three-ring binder notebooks will be prepared for each corridor. The notebooks will include the following information for each corridor: ✓ Corridor Summary Report ✓ Time Space Diagrams ✓ Model Output ✓ Project Benefits Analysis ✓ Before/After Travel-Time/Delay Data ✓ Traffic Counts ✓ Intersection Lane Geometry and Phasing ✓ Important Project Correspondence ✓ Electronic Synchro Files on CD The Muller team will also prepare a draft Project Summary Report that provides an overview of the citywide timing effort. Muller will incorporate any comments on the draft summary report and evaluation into a final version. An executive summary will also be prepared. Deliverables: Corridor Notebooks (including electronic Synchro files) Draft and Final Project Report Project Schedule We have developed the following schedule taking into account the desire of Fort Collins to complete this project in a 12-month time frame. Given that the majority of the turning movement data is already collected, we believe the 12- month schedule is reasonable. Project Schedule NTP(ilf) 1. Project Initiation h lAo I I 2. Establish Goals, Objectives r hnfomp and Performance Measures 3. Review and Analysis of Data O r eh mom. 4. Field Observations and I,rimmo+'/on: Prollminary Timing Model Updates Flnel In, Plyhs 5. Cycle Selection and ` Development of Timing Plans ,. 6. Implementation and Fine- Tuning- Evaluation -nal�eporfCo�jltlo/TIIn7. andDocumentation O--r---- -PoudreValleylCSUBreaks®CT-DEC +POCT-D JAN-MAR 4PR-JUN JULEC 2008 2009 —� Pro/ecf Mllasfones /Dahverables Limi_benetilsevawlbs,2 locortlaors&lime eri dtl notim actetlbysummetbreak We have oriented the project schedule to avoid conducting before/after travel -time evaluations when CSU and Poudre Valley Schools are out of session. Based on our team members' recent experience with the Aurora Citywide Signal Timing project where we had a similar school schedule constraint, we recommend implementing new timing plans on the first corridor in late March, 2009. New signal timings will be implemented one corridor at a time at approximately 2-week intervals. Once the school break begins, we will not be able to fully observe typical traffic conditions on many of the corridors so we intend to make a "first cut" at implementing/fine-tuning the timing plans on the remaining corridors and then recheck traffic operations when students return to school in late August. Given this, our schedule is set to conduct corridor fine-tuning and evaluation in two stages. The first evaluation stage would start in mid -April, 2009 while school is still in session. Assuming City staff is available at that time to conduct "after" studies, our intention would be to conduct after studies on three or four of the corridors prior to summer break. Implementation of the timing plans would continue through the summer months but final modifications to the timing plans and "after' studies for the remaining corridors would not occur until late August. One option for City staff to consider for expediting the corridor evaluations would be to conduct summer evaluations for timing plans that are not impacted by the school schedule, for example weekday evening or weekend timing plans. Final corridor evaluations will be completed by the end of September and a preliminary report submitted by mid - October. It's important to note that the project documentation will be an on -going effort throughout the summer so that the final project documentation can be assembled in an efficient and timely manner once the "after' studies are complete in late September. 7. DBE Participation Project Understanding and Attention to Detail — Our proposal demonstrates that we have already done an extensive amount of field review and research on this project. We have visited the project corridors to observe their traffic characteristics. We have also studied the intersections and corridors in Fort Collins using the timing model files provided by the City. Our team will bring to Fort Collins a keen awareness of the project goals and insights into the resolution of critical issues to establish optimal signal timing. See Sections 5 and 6. We truly look forward to this opportunity to assist the City with this signal timing project. Karl Buchholz is Muller Engineering Company's contact person for this project. He can be reached for questions at 303-988-4939 or by email at kbuchholz(a)mullereng com. We are confident that we have the skills and experience to successfully complete the work on time, within budget and innovatively to the benefit of the Fort Collins. Finally, we certify that the information and data contained herein is true and complete to the best of our knowledge. We acknowledge receipt of Addendum No.1. Sincerely, Muller Engineering Company, Inc. Karl E. Buchholz, PE, PTOE Project Manager 7. DBE Participation Hartwig and Associates is a certified UDBE firm with the Colorado Department of Transportation, Certification No. 7077. They will play a major role in data review and will also assist the Muller team with significant tasks for the development of timing plans and implementation. Hartwig's anticipated participation in this project is 25% which exceeds the 10% goal outlined in the Request for Proposals. CDOT Form 1331 is attached to this proposal on the following page. 22 ATTACHMENT 3 - CDOT Form 1331 COLORADO DEPARTMENT OF TRANSPORTATION CERTIFICATE OF PROPOSED DBE PARTICIPATION FOR CMS #: Anticipated Location(s): Fort Collins Project#: Sheet: PROJECT SPECIFIC (PS) P1147 1 of 1 CONSULTANT CONTRACTS Contract DBE Goal: Will Your DBE % Meet The Goal (box C)? 10 % ® YES ❑ NO instructions nor rnme consultant: • An officer of the consultant must complete and sul;mit an original copy of this form as part of the Commewfarion Secrion of your PS contract Statement Of Interes, (sol; • Submit a separate CDOT Form # 1331 for each proposed DBE. • APtach a signed Letter of Acceofame and copy of DBE ce!lificate from each DBE firm. • Retain a pllo!ocopy for your records. (NOTE: See 4J CFR pan 2C_55, and the DBE Defimeons anal Regmfernems section of the contract, for anther information concerning coun±ing DBE participation i0'.b'a I'd the contract's DBE goal) NAME OF DBE SUBCONSULTANT ITEMS OF WORK TO BE PERFORMED BY DBE SUBCONSULTANT 1. Traffic data review and analysis. Hartwig &Associates 2. Assist with timing plan development and implementation. 3. Assist with benefits analysis and documentation. REQUIRED ATTACHMENTS: ® Letter of Acceptance b(I DBE certificate A) What percentage of the overall contract is this proposed subcontract, supplylvendor contract, OR service/broker contract? a NOTE: Calculate %based on actual subcontractor dollars and not prim!o a contract prices. Only report amounts A? 25 % that are eligible for counting ;o.vard the contract goal (See DBE Definitions and Requirements in contract). B) What is the total percentage- value of proposed DBE participation from prior sheetsJfonns? B> N/A C) tArhat is the accumulative percentage value of the overall contract that is committed to DBEs? C=[A + B] Cy 25 % I certify that: • my company has accepted a proposal from the DBE SubconSultant named above. • my company has notified the proposed DBE subconsultant of the commitment % of work (Letter orAcceptarice is attaches!). • illy company's use of the proposed DBE subconsultant for the items of v;ork listed above is a condition of the contract award. • illy company will not use a Substitute DBE subconsultant for the proposed DBE subconsultant's failure to pelolill under a fully executed subcontract, unless Illy company complies with the DBE Definitions and Requirements section of the contract. • In addition. f illy company does not meet the intended DBE goal for this contract and IS unable to document adequate good faith efforts, I understand that illy company will receive a poor contract performance rating from CDOT, which will negatively impact the scoring of our Statements Of Interest (SOI) on future CLOT contracts. I declare under penalty of perjury in the cond degree, and any other applicable state or federal laws, that the statements made on this document are true and co plate to the best of my knowledge. COMPANY NAME: DATE: 9 23 / 08 COMPANY OFFICER SIGNATURE: TITLE: President cUUl Form 1131 1105 304 hnverness Way South Suite 365 Englewood, CO 80112 720-733-1821 720-875-1181 Fax September 17, 2008 Mr. Karl Buchholz Muller Engineering Company 777 S. Wadsworth, Suite 4-100 Lakewood, CO 80226 Re: Letter of Intent for the City of Fort Collins, P1147, Signal Timing Dear Mr. Buchholz: Hartwig & Associates, Inc. is pleased to be joining the Muller Engineering team on your response to the above referenced project. Hartwig & Associates will assist Muller with data review and analysis, and timing plan development and implementation services for the City of Fort Collins Signal Timing contract. Enclosed for your records are copies of our Disadvantaged Business Enterprise (DBE) certification with the Colorado Department of Regulatory Agencies. Thank you for this opportunity to participate as a team member on this project. Sincerely, HARTWIG & ASSOCIATES, INC. Marvinetta L. Hartwig, P.E. President Enclosures FI%MWF o \ � \ � \ � S �S $ ® � \j\ % 4 ®:3G =(� a J \ �k\ ] � ®\� Q .CS uc > & co) \)-6 r \ }/) / S \(/ / �\( \§� � 4 E;\ ƒ � \\? a � ~ae \ \\\ f °§V 2 E � ± � % � v 'A� § ƒ v � 8. Resumes of Key Personnel KARL E. BUCHHOLZ, PE, PTOE Project Manager / Signal Systems Engineer EDUCATION MS Civil Engineering, 1995 - University of Colorado, Denver BS Civil Engineering, 1986 - University of Colorado, Boulder REGISTRATIONS / PROFESSIONAL AFFILIATIONS Registered Professional Engineer — CO (#27643) Registered Professional Traffic Operations Engineer (#421) Institute of Transportation Engineers (member) Chi Epsilon (National Civil Engineering Honor Society) PROFESSIONAL EXPERIENCE Muller Engineering Company, Inc. Consulting Engineers Mr. Buchholz is a Senior Traffic Engineer with Muller Engineer Company. He has 22-years of transportation/traffic engineering experience in the private and public sectors. His areas of expertise include municipal traffic engineering, traffic signal systems, corridor studies, traffic safety, and multi - modal transportation planning. He previously served as Principal Traffic Engineer for the City of Lakewood where he was responsible for traffic signal timing, traffic management and day-to-day traffic operations. His combination of public and private sector experience provides Karl with a unique understanding of agency needs, public policy and fiscal responsibility. Much of his career has been in th of traffic signals and signal systems. He has operated and developed timing plans for numerous NEM, systems. He has also designed signal interconnect projects for fiber optic, IP, leased -line and wireless systems. REPRESENTATIVE EXPERIENCE Traffic Signal Timing ✓ Citywide Traffic Signal Timing, City of Aurora. Project manager for Aurora Citywide Traffic Signal Timing project. Project included developing four time -of -day plans for 120 traffic signals in the southern half of Aurora. Project provided an estimated $10,1M in annual travel time and fuel consumption savings. ✓ Wadsworth Boulevard Signal Timing, DRCOG On -Call. Project manager for Wadsworth Boulevard signal timing project from 64th to 108th Avenue and five crossing corridors in Arvada and Westminster. Developed five time -of -day (TOD) plans for 30 traffic signals. Estimated annual user benefit of $5.9M. ✓ Sheridan Boulevard Signal Timing, DRCOG On -Call. Project manager for Sheridan Boulevard signal timing in Arvada and Westminster. Twenty-eight traffic signals and four TOD plans. ✓ Kipling Street Signal Timing, DRCOG On -Call. Project manager for Kipling Street signal timing in Arvada. Nine traffic signals and three TOD plans. ✓ Jordan Road Signal Timing, DRCOG On -Call. Project manager for signal timing optimization of 14 traffic signals on Jordan Road in Parker. ✓ East Colfax Avenue Signal Timing, DRCOG On -Call. Project task lead for East Colfax Signal Timing in Aurora and Denver. Project included 55 traffic signals, 4 time -of -day plans and an annual user savings of $6.5M. ✓ Colorado Mills Mall Traffic Responsive Control, City of Lakewood. Project manager for Colorado Mills Traffic Responsive Signal Control in Lakewood. The TRC operation included five timing plans and 16 system detectors to control the signals surrounding the Colorado Mills Mall during holiday shopping season. ✓ Union Boulevard and Van Gordon Street Traffic Responsive Control, City of Lakewood. Project manager for implementation and operation of traffic responsive control on Union Boulevard and Van Gordon Street using the City's Transcore Series 2000 signal system and Econolite controllers. ✓ Hampden Avenue Traffic Responsive Control, DRCOG On -Call. Project manager for traffic responsive control on Hampden Avenue and Logan Street in Englewood. Project involved 14 traffic signals and utilized the City of Englewood's icons signal system. Conducted detailed analysis and evaluation of system detector data and assisted Englewood staff with programming traffic responsive parameters. Prepared before -after study documenting project benefits and lessons learned. KARL E. BUCHHOLZ, PE, PTOE Project Manager / Signal Systems Engineer Page 2 ✓ Citywide Traffic Signal Timing, City of Lakewood. While Principal Traffic Engineer at Lakewood, developed and implemented numerous signal timing plans for arterial streets throughout the City including: Kipling Parkway, Wadsworth Boulevard, Union Boulevard, Colfax Avenue, Alameda Avenue/Parkway, Bear Creek Boulevard, Jewell Avenue, Indiana Street and Morrison Road. Signal System Design and Operation ✓ City of Lakewood Signal System Upgrade, City of Lakewood. Provided technical assistance to the City of Lakewood for the current upgrade of their TransCore Series 2000 system to the TransSuite system, and a change -out of their communications equipment from serial to Ethernet. ✓ Level 3 Fiber Optic Communications Link, Adesta LLC. Provided final design review and QA/QC services for two fiber optic communications links in downtown Denver between the Pepsi Center and Invesco Stadium. This was a fast -track project to provide a critical communication link for the 2008 Democratic National Convention. ✓ Principal Traffic Engineer for City of Lakewood. Responsible for operation of City's 185 traffic signals initially using Multisonics VMS 220 system and then for implementation and acceptance testing for TransCore ATMS system. Worked closely with system designer, system vendor and controller vendors to successfully troubleshoot NTCIP components. ✓ Capitol Hill Traffic Signal Interconnect, City and County of Denver. Provided preliminary design services and final design QA/QC for the interconnect of 47 traffic signals in central Denver. The signal interconnect medium included both fiber optic and spread spectrum radio communications. Project included conduit infrastructure, cabinet and controller replacements, and fiber optic splicing schematics. ✓ Monaco Parkway Traffic Signal Interconnect, City and County of Denver. Provided preliminary and final design QA/QC for the interconnect of 30 traffic signals in northeast Denver. The signal interconnect medium included both fiber optic and spread spectrum radio communications. Project included conduit infrastructure, cabinet and controller replacements, and fiber optic splicing schematics. ✓ Colorado Boulevard Signal System Design and Interconnect, City and County of Denver. Served as project manager for the design of three closed loop signal systems along Colorado Boulevard in east Denver. The project included 48 traffic signals interconnected with aerial fiber optic cable, and included separate closed loop systems utilizing Econolite Aries and TRANSYT Smartways. ✓ Leetsdale Drive Signal System Design and Interconnect City and County of Denver. Served as project manager for the design of a closed loop signal system along Leetsdale Drive in east Denver. The project included 12 traffic signals interconnected with aerial fiber optic cable utilizing an Econolite Aries closed system. ✓ Traffic Signal System Design at Colorado Mills Shopping Center in Lakewood. Project manager for 16 Traffic signals interconnected via fiber optic communications and 150 system detectors. ✓ Colorado Mills Mall Signal System, City of Lakewood. Managed design and implementation of traffic management system for the Colorado Mills Mall in Lakewood. Project included 16 traffic signals, fiber optic communications, over 100 system detectors, and 3 PTZ cameras. Also designed and implemented traffic responsive control of traffic signals during holiday shopping season. ✓ Greenwood Village Traffic Signal System, Greenwood Village. Project manager for Greenwood Village's initial signal system design and interconnect of 24 traffic signals. Traffic signal controllers are Type 170 and were interconnected using a third -party fiber optic communications provider. The signal system is a TCS II. ✓ US 24 Corridor in Woodland Park, COOT Region 2. As part of the US 24 widening project, completed final design for the interconnect of traffic signals along the US 24 corridor through Woodland Park. ✓ Traffic Engineer for City of Wheat Ridge. Served as Traffic Engineer for the City of Wheat Ridge during the implementation and acceptance testing of the City's first closed -loop (Econolite) signal system located along W. 381h Avenue. This was just the second system in Colorado to utilize fiber optic communications. Also managed the expansion of the City's signal system to include two other closed loop systems. KARL E. BUCHHOLZ, PE, PTOE Project Manager / Signal Systems Engineer Page 3 TECHNICAL PAPERS, PRESENTATIONS AND AWARDS ✓ Lakewood Police Chiefs Special Recognition Award in Recognition of "Valuable and Exceptional Service" During the Colfax Marathon, May 21, 2006 ✓ Traffic Responsive Control for Union Boulevard presentation at 2005 District 6 ITE meeting, Kalispell, MT ✓ Professional Traffic Operations Engineer (P.T.O.E.) Exam Training Instructor, Denver (Sept. 2003) ✓ DRCOG Local Government Innovations Award for the Denver West Development Area Traffic Management Plan, April 9, 2003 ✓ Colorado Mills Traffic Management Presentation at Colorado ITE/WTS Joint Technical Conference, April 2003 ✓ Primary author of paper presented at 2000 ITE International Conference in Nashville, TN — 20th Street Traffic Calming ✓ Pedestrian Oriented Development in Lakewood presentation at Colorado/Wyoming ITE Section Luncheon Meeting ✓ "Modified Delay Equations for Permitted Left -Turns," B. Janson and K. Buchholz. Presented paper at 1998 TRB Annual Meeting, Washington, D.C. ✓ "Modified Delay Equations for Permitted Left -Turns," B. Janson and K. Buchholz. Presented paper at 1997 ITE International Conference, Boston, MA. ✓ ITE Technical Committee member for Vehicle Change and Clearance Intervals at Signalized Intersections (1996) Steve Markovetz, P.E. Hartwig and Associates - Senior Traffic Engineer Page 4 Steve has 23 years of experience in traffic engineering. His experience includes operations analysis, data collection programs, design of signals, signing, markings, ITS devices, rail -street crossings, work zone traffic control, safety studies and concept level design of urban and rural corridors and interchanges. Key projects and roles include City of Lakewood Signal Timing, Lakewood, Co - developed timing plans for Wadsworth Boulevard, Kipling Parkway, Colfax Avenue, Simms Street, and Alameda Avenue for AM, midday, and PM periods. Performed before and after travel time and delay studies and prepared performance summaries. Houston Downtown Streets Signal Timing Study, Houston, Texas - Developed a T7f model of the downtown grid of signals, consisting of approximately 75 intersections. The study focused on assessing the improvement in overall and corridor -specific delays that would result from eliminating the simultaneous offset operation used along each one-way street in the grid and implementing the use of all -red intervals. Speer Boulevard Pedestrian Safety Study, Denver, CO - reviewed pedestrian safety conditions through the Auraria Campus area of Speer Boulevard. The street is an 8-lane, divided parkway, with significant pedestrian crossing volumes between the urban campus and the downtown. Signal operations, especially yellow and all - red interval lengths and progression speeds were observed extensively to assess potential improvements to pedestrian crossing conditions. The study resulted in the implementation of protected pedestrian phases, ped advance operation on some pedestrian crossings, channelization, and reduction of crosswalk widths via sidewalk widening. Ft Collins Signal System Study, Fort Collins, CO - conducted the existing conditions assessment task as part of the study of that resulted in replacement of the City's previous system. This task focused on documenting the down -time in communications at specific locations and along each corridor as well as presenting and summarizing equipment inventories. The data was to be sued in prioritizing upgrade locations. Leetsdale Drive Improvement Studies, Denver, CO - Developed Synchro and T7f models of the corridor to assess a range of potential improvements, including signal timing, auxiliary lanes, reversible lanes, phase changes, and double left turns. US 6/50 Access Control Plan, Mesa County Colorado - assessed existing turning movement and 24-hour count data availability to conduct a traffic analysis of 11 miles of US 6/50 through Fruits and Grand Junction. Developing a program to supplement and build upon data available from local agencies. North Metro Corridor Basic Engineering/DEIS; Denver and Adams Counties, Colorado - grade separation analysis, station area traffic impact studies. The North Metro Line will connect downtown Denver to its northern suburbs, and is one of the region's transit lines currently in the environmental clearance and basic engineering phase. Mr. Markovetz is conducting rail/roadway grade separation analysis at three locations and is preparing traffic impact studies for two of the line's station options. West Corridor Light Rail Traffic Engineering; Denver and Lakewood, Colorado- various traffic engineering tasks. The West Corridor is the first segment of the Denver region's Fastracks program to be constructed. Mr. Markovetz oversaw development of work zone traffic control plans for the Federal and Sheridan Boulevard bridges. He is currently involved in preparation of detour concepts at other locations along the corridor. High Plains Highway (US 385/40) Corridor Development and Management Plan; CDOT Regions 1 and 4 - consultant project manager. The High Plains Highway is US 40 from Kit Carson to Cheyenne Wells, and US 385 from Cheyenne Wells north into Nebraska. The final High Plains plan contains a list of prioritized projects and associated costs that can be used by local agencies and Regions 1 and 4 to advance and develop projects through the statewide planning and TPR processes and the CDOT project development processes. All seven towns and cities along the corridor, each of the Colorado counties along the Kansas and Nebraska borders, and the Nebraska DOR were heavily involved in developing and endorsing the plan, especially in developing the project list and evaluation criteria. The plan was completed in August, 2007. Steve Markovetz, P.E. Hartwig and Associates - Senior Traffic Engineer Page 5 1-76 System Feasibility Study; Morgan County, CDOT Region 4 consultant project manager. System feasibility and Interstate Access Request documentation was developed consistent with the CDOT's 1601 interstate access policy and FHWA processes for six of the interchanges along 1-76 between Ft Morgan and Brush. Proposed improvements were safety -related. A full range of options and a screening process were documented to make any subsequent clearances as seamless as possible. The studies were approved in 2005. SH 83/86 Corridor Optimization and Access Control Plans; Douglas, Elbert, Arapahoe and Elbert Counties, Colorado - consultant project manager. A corridor optimization plan and access control plan were completed for SH 83 from E470 to El Paso County, and for SH 86 from Castle Rock to Kiowa. Twelve local agencies, the Denver area metropolitan planning organization, a rural transportation planning region, and CDOT Regions 1 and 6 were involved. The corridor plan was completed in September, 2004; the access plan in 2005. Alternative Modes Access Study; Denver, Colorado - consultant project manager. This project developed prioritized lists of recommended improvements and actions for five of the light rail stations along the Southeast line. These recommendations addressed the completion of bicycle and pedestrian connections and assessed bus accessibility to the stations, in terms of both short term improvements in advance of opening day of the line and longer term improvements and action. Additionally, the potential span and impacts of on - street parking demand were analyzed, especially in the residential and neighborhood retail centers near the neighborhood -scale Louisiana and Yale stations. The study was completed in 2005. Sayaud Crossing Evaluation; Denver, Colorado - assessed traffic impacts to surrounding neighborhoods and business associated with the potential closure of this at -grade street crossing. Southeast Corridor PE/EIS; Denver, Colorado - involved in all station area traffic impact analysis and related interchange and mainline special studies; developed concept locations and elements of ITS devices plan and major guide sign plans. 1-70 Viaduct Replacement; Denver, Colorado - prepared construction documents for VMS's, cameras, ATR's and related fiber optic connections. 16th Street Mall Extension; Denver, Colorado - assessed pedestrian, shuttle and express bus, and freight spur operations and safety for the extension of the 16th Street Mall past Market Street Station into the Platte Valley; also prepared signal, signing and pavement marking plans proximate to the crossing. 16th Street Viaduct Reversible Lanes; Denver, Colorado - prepared plans for the installation of reversible lane control devices. These devices were used during reconstruction of adjacent viaducts. The system used blank -out lane use control signals, regulatory and warning signs to operate the viaduct in opposite, one-way flows or with two-way traffic. The signs and indications were operated by an interconnected system of signal controllers. Central Platte Valley Spur; Denver, Colorado - engineer of record on all traffic engineering elements for the light rail spur through the Auraria Campus to Denver Union Station, C470 EA/Toll Feasibility Study-, Douglas and Arapahoe Counties - oversight of all traffic forecasting and operations analysis, including the C470/Santa Fe interchange, the interchanges along 1-25 from Dry Creek to Lincoln, and key intersections along adjacent arterials. 15th Street Underpass; Denver, Colorado - developed the street concept plan for the half mile of street and underpass construction from Lower Downtown into the Platte Valley. The design integrated travelled way, sidewalk and bicycle elements in a highly constrained right-of-way. Curtis Street Streetscape; Denver, Colorado - developed and coordinated signing and signal plans with streetscape elements for the pedestrian corridor to Denver's performing arts complex. This involved analysis and coordination of traffic devices and street amenities with respect to sight lines and urban design themes. 1. Muller Team r 4�1- dw* I Dan Cronin P.E. — Principal dlc Engineering Page 6 BS Civil Engineering, University of Colorado, 1970. MS Transportation Engineering, University of Colorado, 1977. Colorado P.E. license #13295. Dan has over 38 Years of experience in traffic engineering including work with both public and private employers. His experience on projects across the United States and the Rocky Mountain region includes the design of traffic signals, traffic safety studies, intersection and interchange planning and design, developing traffic signal timing and coordination plans, and designing and implementing computerized traffic signal control systems. He has extensive experience with computer signal timing development models including Synchro, Teapac, Transyt 7F, Passer, and TS- PP/Draft. Dan has also developed traffic simulation models using CORSIM and SimTraffic computer models. The following projects provide a representation of his recent project experience as well as his previous work in Fort Collins. City of Aurora Colorado, 2007-2008 - This project included developing new traffic signal timing plans for over 100 traffic signals located on several major arterial corridors throughout the city. This included AM, PM, and off-peak plans for weekdays and special plans for Saturday and Sunday. The project also included developing guidelines for individual intersection timing elements such as pedestrian walk and clearance intervals, minimum vehicle green and green extension times, and maximum vehicle green time. Dan's role in the project included developing the traffic signal timing guidelines and providing quality assurance and quality control for developing and implementing the new traffic signal timing plans. This effort focused on the review of each intersection timing plan for conformity to the traffic signal timing guidelines, review of each corridor's new coordination timing plans prior to implementation, and field checking fine tuning of new timing plans after implementation. City of Lakewood Colorado, 2007-2008 - This project included the development of new traffic signal coordination plans for 15 traffic signals along Garrison Street in the city. This work included developing a Synchro computer model for the AM, PM, and off-peak plans for the corridor, implementing the new timing plans on the city's computer control system, and performing field checks to verify proper operations. Dan was responsible for all aspects of this project. City of Lakewood Colorado. 1998-2008 — Planning, design, and operations of a central computerized traffic signal control system for 150 traffic signals in Lakewood, Colorado. The project included developing plans and specifications for the system, preparing contract documents to acquire the system, installation of the system, and developing a system wide database of signal timing control information to provide individual intersection timing data as well as signal coordination data,. The city chose the TransCore Series 2000 system and NEMA Econolite ASC-2 signal controllers. In addition, acceptance testing of NEMA Peek controllers and 2070 Eagle controllers was conducted to assure compatibility with the Series 2000 system. Dan participated in all phases of the system installation and was a hands on operator of the system as each element was brought on line. City of Fort Collins Colorado, 1998-2000 — As a subconsultant to another firm, Dan provided signal timing services on the previous Fort Collins Citywide traffic signal retiming project for all traffic signals on the city's roadway system. Three timing plans were developed for each corridor in the City: AM, PM, and off-peak plans. Dan assisted with the development of the Synchro traffic model, reviewed the final timing plans and participated in the field evaluation of the new timing plans. 1. Muller Team The City of Fort Collins has secured Congestion Mitigation and Air Quality (CMAQ) Improvement funding for the development of citywide traffic signal timing plans. The City is seeking professional services for this project and will be looking for the selected consultant to implement timing plans that provide both real and measureable benefits to Fort Collins' multi -modal transportation system. There are numerous advantages to Fort Collins in selecting Muller Engineering Company to provide these services. The advantages are spelled out in the following pages with some of them highlighted below: ✓ Mullers team members have successfully completed numerous timing projects under CMAQ and CDOT funding requirements. We understand the state/federal requirements of this project and know how to deliver a project that results in travel time, fuel consumption and air quality benefits. ✓ We offer Fort Collins a highly experienced team that understands signal timing from an agency operation perspective. Muller's project manager, Karl Buchholz, operated the City of Lakewood's signal system for seven years and was responsible for developing and implementing signal timing plans on 11 arterial corridors in Lakewood. He brings to the project an understanding of traffic signal operations that can only be gained by those who have been directly responsible for agency signal operations. ✓ Our team members are available and highly motivated to provide these services to Fort Collins. Having joined Muller Engineering Company in June of this year, Karl Buchholz is seeking a significant project assignment. This project is an ideal match for Karl's expertise and interest. Furthermore, he is not involved in any of the other major timing projects currently underway in the Denver metropolitan area; thus he is available to provide Fort Collins his undivided commitment to the project. ✓ The experience we have gained working on a variety of signal systems and for many agencies allows us to bring a fresh approach to this project. We understand that Fort Collins has certain policies and procedures for operating their traffic signals, as do all agencies, but it is also important that the consultant be resourceful and objective in the development of traffic signal timing plans. Muller Engineering Company will serve Fort Collins as the prime consultant and proudly presents a team of highly qualified professionals. Mullet's staff of 44 employees includes 32 engineers (22 professional engineers), technicians, computer specialists, AutoCAD operators, and administrative personnel. Our Transportation Group has 8 PEs, 1 PTOE, 2 engineers and 2 technicians/CAD operators. Other groups support the transportation staff with in-house drainage and utilities design as well as CAD services. We are an employee -owned firm established in 1980 and located in Lakewood, Colorado. Mullers capabilities in transportation/traffic engineering include the following services: ✓ Traffic Signal Timing ✓ Modern Roundabout Design ✓ Traffic Signal Equipment Specifications ✓ Traffic Signal Plans ✓ Traffic Signal Interconnect ✓ Traffic Impact analysis ✓ Traffic Safety Studies ✓ Urban and Rural Roadway Design ✓ Intersection Design ✓ Construction Phasing ✓ Signing and Striping Plans ✓ Construction Traffic Control Plan s ✓ Bike Paths / Sidewalks ✓ Parking Lots ✓ Railroad Crossings / Signal Interface ✓ Intelligent Transportation Systems Muller Engineering has a long-standing project delivery track record working for public sector clients. In the past five years, Muller has completed over 300 projects for municipal, county and state agencies throughout Colorado. We have demonstrated our capacity to complete significant transportation projects in short time frames. For CDOT Region 1, we completed design of two $25 million interstate highway projects on 1-25 between Lincoln Avenue and Meadows -Founders Parkway in a period of two years. We have also completed 87 traffic signal design projects since 2000. Muller Engineering is also one of the leading firms in Colorado for completing CDOT Local Agency projects. Our experience on 32 CDOT Local Agency projects will be beneficial in guiding the project smoothly through the state and federal (CMAQ) funding requirements and making sure that congestion and air quality benefits are met and clearly documented. Muller Engineering brings to Fort Collins a very stable staff of professionals and support personnel. In 2007, Muller's turnover rate was 6.5%, while the average in Colorado was 17% based on the 2007 ACEC-Colorado Salary Survey. It is reasonable to assume that Fort Collins Project Manager, Ward Stanford, will be working with the same Muller staff at the end of this project that he will start with. Muller Engineering Company is proud of our subconsultant relationships. For this project we have included the firms of Hartwig and Associates, a DBE firm, and dlc Engineering. The key team members from both of these firms have a long established working relationship with our project manager, Karl Buchholz, each having worked together while at other firms/agencies. These relationships have developed over years of completing projects together and building a trust in knowing that each team member provides high quality services and a strong work ethic. Hartwig and Associates is a Colorado DBE firm offering professional services in traffic engineering, civil/roadway ■ engineering, structural engineering and construction management. Established in 2001, Hartwig concentrates on designing transportation facilities within Colorado and providing their clients with the highest quality products. They address their clients' goals while working within the project constraints. The firm's principals and their key staff have also worked together for more than 20 ears on C 9 y Colorado transportation projects. Hartwig's traffic engineering experience includes transportation planning, traffic analysis, traffic signal operations, ITS design, signing and striping, construction phasing and traffic control, and construction management for both small and large projects. Key clients include the City of Denver, the Town of Parker, and the Town of Kiowa, Douglas County, and CDOT Regions 1, 2, 3, 4 and 6. For the Fort Collins Signal Timing Program, Hartwig will be responsible for conducting traffic data analysis and review, and will also assist Muller Engineering in the development and implementation of the timing plans. dlc Engineering was established in 1984 by Dan Cronin, to provide traffic engineering services to public sector clients throughout Colorado. Dan has over 30- years of experience in all facets of traffic engineering, with special expertise in traffic signal operations, signal timing and signal design. dlc Engineering is a one -person firm located in Berthoud, 19 miles south of Fort Collins. The firm has provided signal timing services for the cities of Lakewood, Denver, Fort Collins, Aurora, Casper, Wyoming, and Phoenix, Arizona. For this project, dlc Engineering will provide independent Quality Assurance/Quality Control services and will also offer technical assistance during the implementation and fine-tuning of timing plans. 2. Kev Personnel 2. Key Personnel The organizational chart below illustrates the structure of our project team and the personnel assigned to this project. Karl Buchholz will serve as Muller's project manager and Rob Carlson as principal -in -charge. The following paragraphs outline qualifications of Muller staff assigned to this project and our subconsultant partners. In addition to qualifications, we have listed their time commitments and their roles in this project. Legend * Task Lead (H.A.) Hartwig and Associates (DBE) (dcl Eng.) dcl Engineering Data Review and Field Observations and Cycle Selection and Analysis ---Timing Model Update Development of Timing Plans Steve Markovetz, RE. (H.A.) * .Karl Buchholz; PEW Karl Buchholz, RE,* Eric Lange (H.A.) Nancy,Lambertson, P.E. Susi Marlina Susi Marlina Steve Markovetz, P.E. (H.A..) Steve Markovetz, RE. (H.A.) Implementation and Fine Tuning ', Benefits Evaluation and Documentation' Karl. Buchholz, RE.* -lKarl Buchholz, P.E.* Steve Markovetz, RE. j.(HI A•) .Nancy Lambertson, P.E. Nancy Lambertson,':RE. Susi Marlina Susi Marlina -.Dan Cronin, RE. (dcl Eng.) Karl E. Buchholz, PE, PTOE — Project Manager Karl will serve as Project Manager, responsible for day-to-day project oversight and task leader for the primary technical aspects of the project. He is a proven project manager with extensive working knowledge of traffic signal timing and signal systems. He will be the primary point of contact for the City of Fort Collins. Karl's combination of public and private sector experience make him highly qualified for the 1 Fort Collins Signal Timing Program. During his career as a municipal traffic engineer he operated three different signal systems (TransCore Series 2000, Multisonics VMS, Econolite Zone Monitor), which has given him a thorough understanding of systems operations and real -world signal timing. He has developed signal timings for both NEMA and 170 controllers using Synchro, Transyt-7F, TS-PP/Draft, Passer II, and TEAPAC software packages. As a consultant, he has successfully prepared timing plans for many corridors and for numerous agencies using CMAQ funding. This has given him a broad perspective of various signal timing practices and procedures from which to draw upon to offer an objective and fresh point of view to the project. Prior to joining Muller Engineering, he served as project manager for the Aurora Citywide Traffic Signal Retiming project and for the DRCOG On -Call Signal Timing contract. Over the past two years, he has been responsible for the development and implementation of signal timing plans at more than 250 intersections. From 1999-2006, he served as Principal Traffic Engineer for the City of Lakewood where he was responsible for day- to-day traffic operations, traffic signal timing, and signal system management. While at Lakewood, he was highly involved in the implementation and integration of Lakewood's Advance Traffic Management System, and was responsible for evaluating NEMA, 170 and 2070 controllers as part of the system acceptance testing. Upon acceptance of the system, Karl developed and implemented new signal timing progression plans for the majority of Lakewood's 185 traffic signals -- an undertaking very similar to the Fort Collins Signal Timing program. He also instituted a system -wide, 80-second late night timing plan to reduce delays during periods of low traffic flow. In addition to traffic signal timing, Karl also has special expertise in the planning and design of pedestrian and bicycle facilities. He served as project manager for the development of Lakewood's Bicycle System Master Plan, was involved in the design of several multi -use pedestrian/bicycle facilities throughout Lakewood, and also updated the City's Traffic Signal Timing Policies for Pedestrians. Karl's availability for this project is 80%. Robert G. Carlson, PE — Principal in Charge Rob will serve Fort Collins on this project as Principal -in -Charge. He will be responsible for contracting issues and will ensure that the resources of Muller Engineering are available to complete this project in a cost-effective and timely manner. As principal -in -charge, he remains involved with the project challenges and concerns, and is available to brainstorm ideas for the resolution of project challenges. Rob has 35 years of experience in consulting engineering for transportation projects including all facets of urban roadways including intersections, signalization, traffic analysis and geometric design. He has been with Muller Engineering Company for over 24 years and has served as principal -in -charge on transportation -related projects for the last 12 years. He will provide senior project input as needed, burden to the project budget. Rob's availability for this project is 10% Nancy J. Lambertson, PE — Traffic Engineer Nancy has 12 years of experience, including five at Muller, providing traffic/transportation engineering services on urban transportation projects. Her background includes traffic analysis, traffic operations, signal design, design of multi -purpose trails, streets and intersection improvements, and construction engineering. Nancy has utilized several signal timing software packages during her career including Synchro, SimTraffic, Transyt-717 and HCS. For the Denver West Metropolitan District, she recently evaluated traffic signal timing using Synchro and SinnTraffic for a series of signalized intersections along West 32nd Avenue, without being a