FISCAL NOTE
Date Requested: February 02, 2024
Time Requested: 02:54 PM |
| Agency: |
Transportation, WV Department of |
|---|
| CBD Number: |
Version: |
Bill Number: |
Resolution Number: |
| 3130 |
Introduced |
HB5313 |
|
|---|
| CBD Subject: |
Roads and Transportation |
|---|
|
FUND(S):
State Road Fund
Sources of Revenue:
Special Fund
Legislation creates:
Creates New Expense
Fiscal Note Summary
Effect this measure will have on costs and revenues of state government.
Summarize in a clear and concise manner what impact this measure will have on costs and revenues of state government.
The provided fiscal note takes into account that of the 1280 existing signalized intersections in the state, none are currently programmed with a 3 second red clearance as required by the bill. This will require modifications to all signals in the state. This would also require standard and specification updates.
Fiscal Note Detail
| Effect of Proposal |
Fiscal Year |
2024
Increase/Decrease
(use"-") |
2025
Increase/Decrease
(use"-") |
Fiscal Year
(Upon Full
Implementation) |
| 1. Estmated Total Cost |
1,239,715 |
1,239,715 |
1,239,715 |
| Personal Services |
1,239,715 |
1,239,715 |
1,239,715 |
| Current Expenses |
0 |
0 |
0 |
| Repairs and Alterations |
0 |
0 |
0 |
| Assets |
0 |
0 |
0 |
| Other |
0 |
0 |
0 |
| 2. Estimated Total Revenues |
0 |
0 |
0 |
Explanation of above estimates (including long-range effect):
Please explain increases and decreases in personal services, current expenses, repairs and alterations, assets, other costs and revenues, including assumptions and data sources and delineation between start-up and ongoing costs. Please also include a long-range schedule of costs and revenues if fiscal impact is expected to vary in future years.
There are currently 1280 signalized intersections in the state.
Of the 1280 signals, 810 are part of a coordinated signal system intended to run in coordination to improve traffic flow. There are 157 individual coordinated signal systems in the state, which results in an average of approximately 5 signals per coordinated system. There are 470 standalone signals in the state not part of a system.
At this time, remote communication is possible to 13.2% of the signals statewide. Therefore, it is assumed that 61 standalone signals have remote communication and 749 don’t. For the standalone signals, the required modification could be made to 61 of the signals remotely. Cost for this would be one engineer at $55/hr. 1 hr per signal. Total cost of $3355.00. For the remaining 749 standalone signals, the modifications would need to be made onsite. Calculations were performed to determine an average driving distance of 1.75 hours to each signal. Assuming modifications can be made to 15 signals per day including travel time, it is estimated that making the modifications would take approximately 10 weeks to complete. This would require 2 electronic technicians at approximately $32 per hour. Total estimated cost is $25,600.
For the traffic signal systems, these systems are more complex than a standalone signal. In order to provide a conservative estimate, it is contemplated that each system may require traffic turning movement counts to be taken and a new system timing plan generated. This is typically done using consultant services. The estimated cost for a 5 signal system would be about $7500. For 157 systems, the total cost would be $1,177,500 for the counts and retiming plans. Of the 157 systems, 13%, or 20 could be reprogrammed through remote communications. Cost for this would be one engineer at $55/hr. 1 hr per system. Total cost $1100.00. The remaining 137 systems would need to reprogrammed onsite. Assumed average driving distance of 1.75 hours to each system.
Assuming modifications can be made to 15 systems per day including travel time, it is estimated that making the modifications would take approximately 2 weeks to complete. This would require 2 electronic technicians at approximately $32 per hour. Total estimated cost is $5120.
The estimates above do not include certain variable costs, such as additional employee benefits associated with additional hours worked, planning and logistics and other costs incurred through required travel. Based on historical data, these variable cost would total approximately $28,140.
The Total estimated cost to implement is $1,239,715.
Memorandum
Please identify any areas of vagueness, technical defects, reasons a bill would not have a fiscal impact, and/or any special issues not captured elsewhere on this form.
The Agency has significant concerns about this proposed amendment. The federal Manual On Uniform Traffic Control Devices (MUTCD) has been adopted by the agency in order to meet the requirements of §17C-3-1. Adoption of manual and specifications for uniform system of traffic-control devices. The MUTCD has requirements specific to this matter. In Section 4D.26 Yellow Change and Red Clearance Intervals, subparts 05 through 07 states: 05 When indicated by the application of engineering practices, the yellow change interval should be followed by a red clearance interval to provide additional time before conflicting traffic movements, including pedestrians, are released.
Standard:
06 When used, the duration of the red clearance interval shall be determined using engineering practices.
Support:
07 Engineering practices for determining the duration of yellow change and red clearance intervals can be found in ITE’s “Traffic Control Devices Handbook” and in ITE’s “Manual of Traffic Signal Design” (see Section 1A.11).
For clarification, Agency policy is to utilize a red clearance on all approaches at all intersections. As shown, the MUTCD includes a shall requirement that engineering practices are to be used to calculate the interval and goes on to define the manuals that contain acceptable engineering practices. The clearance intervals are calculated using formulas that take into account various factors such as operating speed, grade, and intersection width. Adoption of the amendment would appear to put the Agency out
of compliance with the MUTCD. In many cases, amendments that are aimed at improving safety can potentially have adverse effects. The agency currently has no data to support this, but one potential concern would be drivers becoming accustomed to the extended 3-second clearance and beginning to run red lights more frequently knowing that the additional time is provided before the conflicting approach gets a green indication. In addition to the additional red light running, this could potentially lead to crashes when drivers encounter a signal in a neighboring state, for example, that is programmed with a much lesser red clearance interval. Adherence to standards in the MUTCD serves to prevent issues such as this occurring because the MUTCD is intended to foster uniformity nationwide and prevent occurrences that violate driver expectations.
It is also imperative to note that any violation of national standards jeopardizes adherence to federal standards and places federal funding at risk. Engineers within the Traffic Engineering Division of the DOH are subject matter experts on traffic control devices and receive specialized training and continued education to most efficiently and effectively adhere to the federal standards listed above.
Person submitting Fiscal Note: Jonathan W Schaffer
Email Address: Jonathan.w.schaffer@wv.gov