Intelligent Transportation Systems - City of Oakland

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Town Center) served by multiple AC Transit lines. The main goal of a TOD is to link transit with high density housing, thus simultaneously encouraging smart land development and increased transit usage. A TOD offers opportunities for office space, retail and other services, community services and housing. A prime example of a successful TOD in Oakland is the Fruitvale Transit Village Project, detailed in Section 2.6.9. As explained for the Activity Centers, this Citywide ITS Strategic Plan facilitates all modes of transportation. TODs would benefit from the pedestrian and bicycle-friendly Advanced Traffic Management System (ATMS) technologies recommended in the deployment plan. Both the technologies and the recommended deployment plans are detailed later in this report. Furthermore, the process involved in conceptualizing and designing an effective TOD necessitates close cooperation between different City and transportation agencies, along with the willingness to leverage creative funding mechanisms. Such interagency cooperation, as well as informed and creative funding strategies, will also be necessary in the successful deployment of citywide ITS in Oakland. 2.2 TRANSPORTATION OPERATIONS, EQUIPMENT AND INFRASTRUCTURE Section 2.1 provided an overview of the citywide transportation system. Currently, the main ITS components of this system are the traffic signals and their controls. This section will discuss a central signal control system for Oakland, the existing signal and controller inventory throughout Oakland, the communications infrastructure and the Transportation Management Center. 2.2.1 Central Signal Control System Centralized signal control systems allow traffic staff to monitor traffic signal operations on a computer (or group of computers) at a central location, where changes and updates can be implemented in real-time and from the convenience of one location, thus leading to more effective traffic network operations. The City of Oakland does not currently have a centralized signal control system. This past year as part of the Alameda County SMART Corridors project, the City took a first step towards centralized control by implementing a BI Tran system with QuicNet software along San Pablo Avenue. These signals along San Pablo Avenue will be controlled from a central computer, and not just by individual controllers. The limited implementation showcases the effectiveness of emerging signal technologies. For example, in conjunction with other ITS technologies such as Emergency Vehicle Preemption (EVP) and closed-circuit television (CCTV) cameras, the system could invoke signal priority for emergency vehicles, by triggering and holding green phases to create an access or evacuation corridor for emergency vehicles. Other signal projects in progress or recently completed include the North Central Business District (CBD) and Hegenberger Road/73 rd Avenue Controller and Signal Interconnect Upgrade Project and the Broadway Transit Priority Project. Details of these projects are discussed in Section 2.4.1. These projects are not currently connected to a central control system. The City of Oakland has approximately 700 traffic signals. Except for the signals on San Pablo Avenue, these signals operate independently. Any coordination (for example, in City of Oakland ITS Strategic Plan 8 September, 2003
the downtown area) is time-based. Due to this lack of centralized control, it is necessary to go into the field to assess signal problems when they occur instead of having the advantage of instantly obtaining timing information on a central computer. Then, after traffic engineers optimize signal timings in the office it is necessary for personnel to go back into the field and upload the timings manually. To address these inefficiencies the City of Oakland has long expressed interest in a centralized, real-time signal control system which will allow traffic staff to both respond to events immediately, and to constantly monitor the system. The emergency operations center (EOC) in downtown Oakland is not currently integrated with any of the signals, but the need to integrate the EOC with a central signal control system was expressed by City staff. The EOC already has automatic vehicle location (AVL) capabilities with its emergency vehicles, and plans to implement computer aided dispatch (CAD) capabilities within 18 months of this report. In 1994 DKS Associates assisted Oakland in studying a central computerized traffic control system, initially to manage 21 signals in the downtown area (referred to as the North CBD) plus 16 signals in the Hegenberger/73 rd Avenue corridor. The report distinguishes between distributed control systems (which store and implement signal timing plans in traffic signal controllers) and central control systems (which store and implement signal timing plans from a central computer). Based on the results of that evaluation, it was determined that central control signal systems would be good candidates for the City of Oakland. The systems studied (namely MIST, Series 2000, MONARC, TMS, UTCS and IVMS) were scalable and would give Oakland the capability to operate large and eventually citywide coordinated systems. It was emphasized that all controllers should be standardized to the same type to facilitate coordination, allow interchangeability, and avoid extra training and parts replacement. At the time of that report (1994) it was recommended that the City purchase a central master computer traffic control system, the MIST traffic signal system, in order to retain the City’s existing controllers without modifications. Because no central signal control system was implemented at that time, these previous recommendations to the City will be revisited as part of this citywide ITS Strategic Plan. Changes in the ITS industry (pertaining to technologies and costs), new City projects, and changes in the City’s growth and traffic operations will necessitate more up-to-date recommendations. 2.2.2 Traffic Signal Controllers As described in Section 2.2, the City has approximately 700 signals. These signals are illustrated in Figure 2.1. The current signal inventory was obtained from Metropolitan Transportation Commission’s (MTC’s) Signals Database as well as from discussions with City staff, and is listed for reference in Appendix B. As shown in Figure 2.1, most of the signals are concentrated along the high-priority corridors described in Section 2.1.2, reflecting the City corridors pinpointed in Oakland’s General Plan. City of Oakland ITS Strategic Plan 9 September, 2003
Page 1 and 2: Citywide ITS Strategic Plan Final R
Page 3 and 4: CITY OF OAKLAND CITYWIDE ITS STRATE
Page 5 and 6: 6.7.3 Long-Term Communications Plan
Page 7 and 8: SECTION 1 Introduction 1.1 PURPOSE
Page 9 and 10: The vision of the Citywide ITS Stra
Page 11 and 12: SIC SMFO SONET SR2S STP TAT TBS TCT
Page 13: through the thoughtful and effectiv
Page 17 and 18: Most of the controllers throughout
Page 19 and 20: 2.3.2 Bay Area Regional ITS Archite
Page 21 and 22: • San Pablo Avenue • Telegraph
Page 23 and 24: 2.4.2 Other Oakland Plans The plann
Page 25 and 26: Port of Oakland Airport Roadway Pro
Page 27 and 28: SECTION 3 Signal System As part of
Page 29 and 30: In the Needs Assessment workshop, s
Page 31 and 32: Table 3.2 - High Priority Corridors
Page 33 and 34: agencies such as AC Transit and BAR
Page 35 and 36: In addition to selecting a signal s
Page 37 and 38: TS-1 and TS-2 Options In addition t
Page 39 and 40: Alternative 3: Hybrid System A thir
Page 41 and 42: 4.1.2 Traveler Information Requirem
Page 43 and 44: • Cameras mounted with a pan-tilt
Page 45 and 46: These detectors can be installed in
Page 47 and 48: • LED Hybrid - LED hybrid signs j
Page 49 and 50: ecently completed the design of a P
Page 51 and 52: • Full closure or four quadrant r
Page 53 and 54: oute information is typically disse
Page 55 and 56: 4.3.3 Internet Access The Internet
Page 57 and 58: A more sophisticated approach opera
Page 59 and 60: EVP Recommendations - The Oakland F
Page 61 and 62: SECTION 5 High-Level System Archite
Page 63 and 64: These seven user services can be ex
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Figure 5.2 - High-Level Center-to-C
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5.4 ARCHITECTURE RECOMMENDATIONS As
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Architecture Version 3.0 includes 6
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SECTION 6 Communications Network 6.
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have an effect on the alternatives
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Figure 6.1 - Communications Topolog
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• Fault tolerance. If a communica
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Table 6.1 - Bandwidth Comparison D
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There are three different types of
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This same hardwire configuration ca
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August 2003 City of Oakland ITS Str
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surveillance purposes in the near f
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7.1.3 Communications Infrastructure
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Table 7.1 - TMC Equipment List Cont
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7.3.2 Equipment Room The equipment
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than 5’6” wide by 7’ long. Th
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September 2003 City of Oakland ITS
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o High Street o MacArthur Boulevard
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• The City of Oakland Fire Depart
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8.2 MEDIUM-TERM PROJECTS This secti
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• The City’s Fire Department sh
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8.3 LONG-TERM PROJECTS This section
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73rd Ave Maritime Street 7th St. Ai
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Table 8.2 - Medium-Term Deployment
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SECTION 9 Operations and Management
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Incident Management Systems Safety
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• Signal Technicians - 5.5 FTE Wi
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• Optical Time Domain Reflectomet
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diagnostic equipment, maintain an a
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9.7 O&M COSTS This section provides
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management, etc.) or the integratio
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Lighting Act of 1972, Part 2 of Div
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• TEA 21 Funds • ITS Earmark Fu
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Intelligent Transportation Systems - City of Oakland

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