Intelligent Transportation Systems - City of Oakland

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• Transportation Services and Fire Department shall have the ability to exchange realtime traffic data and video with each other’s management center to respond to incidents and emergencies using coordinated traffic control strategies, including predetermined evacuation routes. • Transportation Services shall have the ability to exchange real-time traffic data and video among traffic management centers, including Port of Oakland TMC, Caltrans District 4 TMC and the East Bay SMART Corridors TMC, to respond to incidents and emergencies using coordinated traffic control strategies. 4.2 ARTERIAL MANAGEMENT SYSTEMS The application of Arterial Management Systems, also known as Advanced Traffic Management Systems (ATMS), is generally considered to be one of the most critical components of ITS deployment. ATMS includes a number of ITS components such as CCTV, vehicle detection systems, DMS, TBS, HAR, parking guidance systems (PGS) and advanced railroad crossings. The purpose of ATMS is to enhance the City’s basic traffic management capabilities beyond typical traffic signal control. The ATMS technology alternatives for the requirements identified by the City of Oakland are described below. 4.2.1 Closed Circuit Television (CCTV) Cameras The purpose of CCTV cameras for the project area is to be able to monitor the traffic flow at selected locations along the key corridors. By being able to see the traffic flow through the entire corridor, effective decisions can then be made as to how to best deal with the situation. To this end, cameras located at major intersections will afford the City and other agencies with access to the video the ability to effectively monitor the traffic at the usual congestion points around the City. The use of CCTV cameras is generally limited to two different system installation types, fixed or dynamic. The use of fixed cameras typically requires several cameras to cover the same viewing area as a single dynamic camera that has Pan/Tilt/Zoom (PTZ) capabilities. Fixed cameras are typically mounted on street light mast arms with one camera for each direction of the main street. If desired, additional cameras can be installed for each direction on the side street. The use of CCTV cameras with PTZ will require the following considerations: • The use of CCTV cameras will require special equipment to permit video signals to be carried on the City’s existing twisted pair network or high bandwidth communications technology such as fiber optic cable or microwave to support video transmission. • Dynamic cameras will require a communication data link from a central control station to the camera to operate the PTZ functions. • The use of dynamic cameras to see all of the required viewing area will require manual camera operation, hence an operator in the TMC. City of Oakland ITS Strategic Plan 36 September, 2003
• Cameras mounted with a pan-tilt unit can either be pole top mounted or mounted on a small arm, depending on the location. Those cameras mounted on arms should be dome models. CCTV Recommendations - Based on the requirements set during the project workshop, cameras with PTZ functions should be installed at major intersections throughout the City with a focus on the priority corridors. PTZ capability will reduce the number of cameras required to view a corridor and provide the City’s operators more capabilities and control when monitoring traffic. 4.2.2 Vehicle Detection Systems (VDS) A primary purpose of the VDS is to detect an unforeseen reduction in arterial capacity or an inefficient use of signal time allocation. The detectors provide input to a process that initiates the appropriate procedures to restore the arterial streets to full capacity. Speed and volume data will be collected at mid-block, ramp, and cross street locations, as well as some strategic intersections. Recent advances in non-intrusive detection equipment have resulted in technically sound and financially viable alternatives to conventional methods of detection. Because of this, non-intrusive detection technology is often used for applications where inductive loop detectors are not as feasible. Detection of presence, volume and speed most commonly has been accomplished by using in-pavement inductive loops. In recent years there has been considerable testing of non-intrusive (overhead and sidefire) mounted detectors. Several detector technologies have emerged from these projects as being good candidates for detection at both intersections and freeway implementations. These technologies include Radar Detection, Laser Detection, Video Image Detection Sensors (VIDS), and microwave sensors. Inductive Loops - Inductive loop detector technology has changed very little in recent years. In-pavement inductive loops are used in both freeway and intersection installations. At an intersection, multiple loops are placed in each lane to detect the presence of a vehicle. Although implementation methods vary (e.g., circular, square, diamond), it requires that wire be embedded into the roadway at the detection location. This process is expensive, causes the need to implement traffic control measures for lane closure during installation and can lead to premature roadway surface failure. Inductive loops are combined with field located controllers in order to compute presence. Loops provide the contact closure information to the controller to make this calculation. This technology is considered the most proven and appears to be the benchmark of performance that non-intrusive detectors use for comparison. More sophisticated inductive loops use higher frequencies to not only compute vehicle presence but also to identify specific metal sections of the vehicle and thus determine vehicle classifications. Inductive loops can also be installed at mid-block locations to act as system detectors. System detectors are used to calculate volume, occupancy and speed. The detectors are typically located 500 feet downstream from a signalized intersection. One loop is placed in each lane to count volume and occupancy, and to estimate speed. The loop detector data is then run back to the upstream controller cabinet. Radar Detection - Radar traffic sensors possess wide area detection capabilities in addition to traditional traffic counting and presence detection. A single sensor can be City of Oakland ITS Strategic Plan 37 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 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: 4.1.2 Traveler Information Requirem
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 91 and 92: 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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