Intelligent Transportation Systems - City of Oakland

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utilized to collect speed and count data over several travel lanes when mounted in an overhead configuration to limit occlusion. Radar sensors are particularly good at measuring relative motion (speed) and operating in inclement weather. However, radar sensors may be susceptible to radar jamming/altering systems on automobiles, and have questionable ability to provide occupancy and presence data. Due to radar’s inability to reliably detect presence it is generally not applied to intersection detection. Laser Detection - Laser traffic sensors are point measurement devices. In order to detect a wide area detection pattern, sensors must be set up in an array. This type of sensor is extremely accurate at measuring speed and often is used in conjunction with CCTV cameras for speed enforcement. Vehicle classification is a strong capability of laser technology that has been found very effective in toll management systems. Similar to radar, it is questionable whether laser detectors are able to provide reliable occupancy and presence data. Only recently has this technology evolved to provide multi-lane capability. Even so, laser detectors must be mounted to an overhead structure (downward looking) and can only cover two lanes each. Laser detectors are susceptible to degradation during inclement weather. Video Image Detection - Video Image Detectors (VID) have been installed and successfully implemented at a number of locations across the country at both intersections and along major urban freeways and roadways. VIDs are capable of supplying presence, speed, volume, and occupancy data per lane to a controller. Traditionally they have been used to help manage traffic incidents, congestion on roadways, vehicle identification, intersection monitoring, and signal actuation. Video is first collected with closed-circuit cameras, which are generally mounted on the vertical member of a traffic signal pole to reduce vibration. VIDs are capable of covering multiple lanes and depending on the location of the camera, several hundred feet (approximately 500) in length from an overhead mount (forward or rear looking configuration). Image processing equipment digitizes the images and extracts relevant information from the video camera and evaluates the various data collected. Vehicles are detected by analyzing the digitized images and observing changes in the pixel imagery between successive frames. More sophisticated VID systems can track a particular vehicle or platoon over time by searching for unique connected groups of pixels. These pixel groups are then tracked over several frames to extract trajectory data for that vehicle or group of vehicles. Processing equipment can either be located at a centralized traffic operations center or in the field, adjacent to the cameras. Microwave Sensors - Microwave detectors have been successfully installed at several locations around the country mostly on freeway installations but have been used at some locations for intersection detection. Microwave detectors provide speed, occupancy, and volume with a high level of accuracy. City of Oakland ITS Strategic Plan 38 September, 2003
These detectors can be installed in both an overhead (forward looking) and in a side-fire mode. However, each comes with a tradeoff. In a sidefire configuration, multiple lanes (up to eight) can be detected, but the detector must be mounted at least 10 feet away from the nearest detection zone. In an overhead “forward-looking” configuration the highest accuracy is achieved, but each sensor can only detect one lane. Signal bending around objects (e.g., trucks) has been claimed but not proven. Vehicle Detection Recommendations - For the City of Oakland, it is recommended that VID systems be implemented to gradually replace loop detectors at signalized intersections. This will ease the maintenance burden associated with loop detectors. In addition, it is recommended that the City of Oakland implement vehicle detectors at mid-block locations on key corridors to collect real time speed, volume and occupancy data. VID systems could be used for this purpose as they have proven to be very effective performing this function. However, for detecting vehicles at mid block locations, microwave sensors are another good alternative that should be considered. These sensors are also referred to as microwave vehicle detection systems (MVDS). MVDS are recommended for mid block vehicle detection since they have proven to be reliable and accurate and since they are being implemented on San Pablo Avenue, San Leandro Boulevard and International Boulevard as part of the SMART Corridors Program. Since the City of Oakland is already operating the software that is required to access MVDS data through SMART Corridors ATMS, additional MVDS locations could be integrated into the existing SMART Corridors ATMS at a minimal cost. There is no need for the City to purchase additional computer hardware or software to access mid block vehicle detectors. In addition, it may be more efficient for City of Oakland staff to have just one software program to access mid block speed, volume and occupancy data. Finally, if additional MVDS locations are integrated into the SMART Corridor ATMS, the City of Oakland will be benefiting traffic management on a regional level as well since other SMART Corridor partner agencies will have access to these new MVDS locations. The Port of Oakland has expressed as desire to access real time speed, volume, and occupancy data from the City of Oakland’s MVDS, specifically for sensors on Hegenberger Road, 98 th Avenue, and Doolittle Drive. This could be accomplished by either providing the Port of Oakland with a SMART Corridor workstation or by establishing a C2C connection between the City of Oakland TMC and the Port of Oakland. 4.2.3 Dynamic Message Signs (DMS) DMS can be used to convey real time messages to motorists on freeways or on city streets. DMS installed on freeways tend to be much larger than those installed on city streets. All DMS are usually controlled by an operator located in a TMC. DMS installed on city streets can be used to provide advanced information to drivers on current traffic conditions or to communicate other community information such as special events at the Coliseum. DMS can provide dynamic information to motorists regarding a variety of conditions, including: City of Oakland ITS Strategic Plan 39 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 and 42: 4.1.2 Traveler Information Requirem
Page 43: • Cameras mounted with a pan-tilt
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
Page 93 and 94: 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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