Intelligent Transportation Systems - City of Oakland

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• Alternative 2: Select an entirely new system, thus replacing the BI Tran System. The existing San Pablo, North CBD/Hegenberger Road, planned Broadway and other Type 170 controllers would need to be integrated into the new system. • Alternative 3: Implement a hybrid system which would allow the City to retain the BI Tran System for its existing locations along San Pablo, Hegenberger, and Broadway while applying a new signal system elsewhere. In order to better understand these alternatives, the remainder of Section 3.3 is organized as follows. First, state-of-the-art signal systems and corresponding controller options in use today and feasible for citywide application in Oakland will be discussed and compared. Next, the three alternatives outlined above will be discussed in greater detail. 3.4.1 Signal System Analysis The following signal systems are in common use today and should be investigated for possible selection as Oakland’s citywide signal system: • BI Tran Systems – QuicNet 4 • Eagle Control System – Actra • Econolite - Aries • Econolite/Eagle/Gardner Systems – Icons • Econolite - Pyramid • Natzec – Streetwise These systems all meet the basic City requirements for traffic monitoring, operation and control. The systems also meet the majority of functional requirements articulated in Section 3.1 above. The different systems are compared in terms of controller types, ITS functions, main strengths and weaknesses, standards compliance and costs below in Table 3.3. This comparison is based on subjective analysis of the controller history, performance and references. Before comparing the standards compliance of the different signal systems, one should understand NTCIP standards. NTCIP is the family of standards which defines “open, consensus-based data communications standards” 5 for transmitting messages, data and video among ITS devices. These common standards and protocols allow interoperability (communication between different agencies using different devices) and interchangeability (combining products from different manufacturers and software developers). Interoperability and interchangeability allow for future expansion of the system, and for future technologies to be incorporated into the City’s latest system. Currently, NTCIP only addresses: • Center-to-field (C2F) communications, such as between the planned central signal system in Oakland and the various traffic signal controllers at particular intersections, or between the planned Oakland TMC and the various ITS devices such as CCTV cameras and DMS; and • Center-to-center (C2C) communications, such as between the planned Oakland TMC and the EOC, or between the planned Oakland TMC and other local transit 5 AASHTO/ITE/EMA, “NTCIP Guide”, 2002. (Available from NTCIP website, http://www.ntcip.org ). City of Oakland ITS Strategic Plan 26 September, 2003
agencies such as AC Transit and BART, or between the planned Oakland TMC and neighboring jurisdictions such as City of San Leandro. Standards addressing other categories of communications (such as vehicle-to vehicle communications) already exist or are being developed by other organizations. It is important to understand that NTCIP standards are still under development, and thus there is no formal testing procedure possible to ensure compliance. A system or device can conform to the latest NTCIP standards, but as other systems and devices are developed, and as standards are updated, compliance levels can also change. FHWA requires that agencies comply with the “latest available” standards. Thus, when developing technical specifications for the ITS program, the City of Oakland can require a vendor or manufacturer to comply with the latest NTCIP standards at the end of a project. The specifications can also require that the system(s) comply with NTCIP standards when those standards become formally available. Furthermore, as part of any project deliverables in the ITS program, the City of Oakland should require: • NTCIP awareness training for those involved with the ITS program and its elements • An NTCIP manual for the particular project (for example, for the centralized signal system, or for the TMC, or for each particular ITS device) documenting the NTCIP features of the system, and specific standards used Table 3.3 categorizes the “maturity” level of NTCIP compliance for the various signal systems as being “low”, “medium”, or “high”. Again, since system development is ongoing, these categories could change. The City and vendors are encouraged to research the latest NTCIP standards as the various elements of the ITS program draw near the stages of design, procurement and implementation. The USDOT ITS standards web site http://www.its-standards.net/ is a good source of current information on the status of each standard and how they can be obtained. The NTCIP website http://www.ntcip.org/ is also an up to date source of standards information. System costs will vary depending on the number of intersections, complexity of software options and other ATMS functionality. City of Oakland ITS Strategic Plan 27 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 and 14: through the thoughtful and effectiv
Page 15 and 16: the downtown area) is time-based. D
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
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Page 27 and 28: SECTION 3 Signal System As part of
Page 29 and 30: In the Needs Assessment workshop, s
Page 31: Table 3.2 - High Priority Corridors
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
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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
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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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Page 67 and 68: 5.4 ARCHITECTURE RECOMMENDATIONS As
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Page 71 and 72: SECTION 6 Communications Network 6.
Page 73 and 74: have an effect on the alternatives
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Page 77 and 78: • Fault tolerance. If a communica
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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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