Intelligent Transportation Systems - City of Oakland

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TABLE 3.4 - CONTROLLER REPLACEMENT OPTIONS CONTROLLER OPTIONS COSTS CABINET OPTIONS ITS FUNCTIONS STRENGTHS WEAKNESSES NTCIP COMPLIANCE Type 170/179 $1,500 • Model 332 • Model 336 • Signal priority • Traffic responsive • Emergency priority • Standard Caltrans Controllers • Many choices in software • Inexpensive • Multiple vendors for hardware and software • Currently used by Caltrans • Older Technology • Not compliant Type 2070 $5,000 • Model 332 • Model 336 • NEMA with adapter • Signal priority • Traffic responsive • Traffic adaptive • Emergency priority • Modular and Expandable • In line with Caltrans and national trends • ATMS capabilities • Multiple vendors for hardware and software • Comes with less expensive options (LITE and ULTRA LITE) • Expensive • Specifications may be modified in the future • NTCIP compliant Eagle EPAC 300 (NEMA) $3,500 • NEMA • Signal priority • Traffic responsive • Traffic Adaptive with SCOOT module • Emergency priority • Long History of Deployment • SCOOT traffic adaptive built-in • Currently used by Fremont • SCOOT option is expensive • In development McCain Vector (NEMA) $3,000 • NEMA • Signal priority • Traffic responsive • Emergency priority • Can be modified to fit smaller cabinet • Powerful Advanced Traffic Control logic • Currently used by Santa Clara Valley Transportation Authority • Limited number in use • In development Econolite ASC/2 (NEMA) $3,500 • NEMA • Signal priority • Traffic responsive • Emergency priority • Many good features • Currently used by Hayward and San Leandro • NTCIP compliant Naztec 981 and 970 (NEMA) $3,500 • NEMA for the 981 • Model 332 and 336 for the 970 • Signal priority • Traffic responsive • Traffic adaptive in development • Emergency priority • Many good features • 981 currently used in Alameda and Santa Clara County • 970 currently used in Cupertino • Unproven traffic adaptive function • NTCIP compliant City of Oakland ITS Strategic Plan 30 September, 2003
TS-1 and TS-2 Options In addition to the controller types described above, the National Electrical Manufacturing Association (NEMA) has new standards for controller and cabinet options. The current standard is TS1, which is mostly proprietary and provides hardwired connection to the controller. Two new standards have been adopted by NEMA, TS-2 Type 1, and TS-2 Type 2. TS1 standard has set minimum requirements for safe and effective controllers, conflict monitors, loop detectors, load switches, flashers and terminals and facilities for a NEMA based system. These requirements encompass environmental and AC power specifications, functions specifications and for the actuated controller option and connections to the controllers, through A, B, C and D connectors. TS1, however, does not have auxiliary functional specifications, such as coordination, preemption, time base control, automatic flash, diagnostics and telemetry. These functions have been implemented and available in a TS-1 standard in different ways by different manufacturers using a proprietary D connector and a telemetry connector, resulting in lack of interchangeability of the equipment between manufacturers. TS1 also does not specify the user interface, diagnostics or event logging. Currently, most of the City of Oakland traffic signal controllers and cabinets are NEMA TS1 controllers. NEMA approved the TS-2 standards in 1992. TS-2 specifies controllers and cabinet by covering auxiliary functions such as coordination, preemption, time base control, and automatic flash. The TS-2 advantage is that there is no longer a proprietary item based on a manufacturer specific D connection. System level communications with devices outside of the traffic cabinet can be fully specified by the NTCIP protocols. The higher level of standardization provided by the TS-2 makes it easier for the multiplesource controllers and cabinets to upgrade from one model to another, and to interconnect cabinets from different manufacturers on the system via standardized telemetry. The TS-2 Type 1 is the pure TS-2 cabinet and controller. The standard A, B, C, D cables are replaced by a SDLC serial data bus, which provides two-way communication between all cabinet components. The serial bus interfaces it connector to the detectors and load switch via Bus Interface Units (BIUs). The TS-2 Type 1 offers standardized interface. The bus interfaces also allows cabinet level diagnostics. The TS-2 Type 2 is a hybrid cabinet and controller, which retains some of the TS-1 features. The cabinet provides both the SDLC serial interface of TS2 and the A, B, and C connectors of TS-1. As a minimum, the serial data bus is used to interconnect the controller and the conflict monitor (called Malfunction Management Unit – MMU in the TS-2 standard). The serial bus can be connected to the detector units as well. The A, B and C connectors are continued to be used to interface the controller to detectors, load switch and auxiliary equipment. The disadvantage of a TS-2 cabinet is potential maintenance costs. A typical TS-2 cabinet will require an oscilloscope for diagnostics and maintenance functions. These features will result in an increase in the initial training requirement by City staff and familiarity with the TS-2 standard. However, a TS-1 cabinet can still provide similar functional capabilities as the TS-2 controller/cabinets. City of Oakland ITS Strategic Plan 31 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
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: In addition to selecting a signal s
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
Page 65 and 66: Figure 5.2 - High-Level Center-to-C
Page 67 and 68: 5.4 ARCHITECTURE RECOMMENDATIONS As
Page 69 and 70: Architecture Version 3.0 includes 6
Page 71 and 72: SECTION 6 Communications Network 6.
Page 73 and 74: have an effect on the alternatives
Page 75 and 76: Figure 6.1 - Communications Topolog
Page 77 and 78: • Fault tolerance. If a communica
Page 79 and 80: Table 6.1 - Bandwidth Comparison D
Page 81 and 82: There are three different types of
Page 83 and 84: This same hardwire configuration ca
Page 85 and 86: August 2003 City of Oakland ITS Str
Page 87 and 88:
August 2003 City of Oakland ITS Str
Page 89 and 90:
August 2003 City of Oakland ITS Str
Page 91 and 92:
surveillance purposes in the near f
Page 93 and 94:
7.1.3 Communications Infrastructure
Page 95 and 96:
Table 7.1 - TMC Equipment List Cont
Page 97 and 98:
7.3.2 Equipment Room The equipment
Page 99 and 100:
than 5’6” wide by 7’ long. Th
Page 101 and 102:
September 2003 City of Oakland ITS
Page 103 and 104:
o High Street o MacArthur Boulevard
Page 105 and 106:
• The City of Oakland Fire Depart
Page 107 and 108:
8.2 MEDIUM-TERM PROJECTS This secti
Page 109 and 110:
• The City’s Fire Department sh
Page 111 and 112:
8.3 LONG-TERM PROJECTS This section
Page 113 and 114:
73rd Ave Maritime Street 7th St. Ai
Page 115 and 116:
Table 8.2 - Medium-Term Deployment
Page 117 and 118:
SECTION 9 Operations and Management
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Incident Management Systems Safety
Page 121 and 122:
• Signal Technicians - 5.5 FTE Wi
Page 123 and 124:
• Optical Time Domain Reflectomet
Page 125 and 126:
diagnostic equipment, maintain an a
Page 127 and 128:
9.7 O&M COSTS This section provides
Page 129 and 130:
management, etc.) or the integratio
Page 131 and 132:
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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