Intelligent Transportation Systems - City of Oakland

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In addition to the traffic management and emergency management subsystems, the City of Oakland could also develop parking management and ISP subsystems. These two efforts, if implemented, would most likely be managed by the City’s Transportation Services Division and would tie into the City’s ATMS. Two California State agencies, Caltrans District 4 and CHP are an important part of the high-level architecture. Although it is not currently planned, representatives from these agencies could be located in the Oakland TMC during planned events and major incidents. Since Caltrans District 4 operates the freeway system in the City of Oakland, it will be important to have a link to Caltrans. This will be accomplished through the SMART Corridors Program, which will have a direct connection and workstation located in the Caltrans District 4 TMC. This will allow the City of Oakland to share data with Caltrans through the SMART Corridors ATMS. There are other Cities and agencies that should be part of the City of Oakland’s ITS data exchange network. A number of agencies will already be connected to the City of Oakland via the East Bay SMART Corridors Program. The neighboring agencies that will be connected to the SMART Corridor system include City of San Leandro, City of Emeryville, City of Berkeley, Alameda County, AC Transit and Caltrans. The Port of Oakland has also expressed an interest in sharing information related to traffic management around the Airport so they should also be part of the City’s data exchange network (DEN). In addition, other Cities’ emergency management subsystems could be coordinated with the City of Oakland’s emergency management subsystems to facilitate better sharing of information during joint incident response. Also, AC Transit, which serves the transit management function for the Oakland area, is an important part of the high-level architecture since AC Transit will need real-time traffic data from the City to better manage their fleet. There are also regional agencies that are part of high-level architecture. The City of Oakland ITS program should coordinate with the MTC 511/TravInfo ® program on major events or incidents as discussed in Section 4. The 511/TravInfo ® system is the San Francisco Bay regional ISP managed by the MTC. The 511/TravInfo ® system will assimilate data gathered from the SMART Corridor (and several other sources throughout the Bay Area) and disseminate traveler information through a variety of media such as a web site, telephone services, cable television, and potentially in-vehicle devices. Information obtained from other centers in the Bay Area that could affect operations in the East Bay can be accessed through either the 511/TravInfo ® phone line or web site. MetroNetworks and other private ISPs also could obtain the travel information and repackage it for distribution through various outlets that they may offer. BART is another regional agency that would be included in the City’s DEN if the City decides to develop its own web site. BART information including schedule changes or delays would be accessible through a link to the 511/TravInfo ® system. Finally, one subsystem that wasn’t addressed in the workshop but should be considered for the City’s high-level architecture is the planning subsystem. The City of Oakland’s ITS data could be made available to the California PATH program in Berkeley or other universities in the area. PATH and these other universities could conduct research using the real-time data form the Oakland system. City of Oakland ITS Strategic Plan 60 September, 2003
5.4 ARCHITECTURE RECOMMENDATIONS As mentioned previously, MTC is taking the lead in developing a regional ITS architecture for the Bay Area. This process requires considerable stakeholder involvement so the City of Oakland is encouraged to continue their cooperation with this effort by attending stakeholder meetings and keeping MTC informed of the City’s ITS deployment plans as they are developed. In addition, the ITS Architecture Conformity final rule also lists requirements for project implementation as individual projects are identified and programmed in the Transportation Improvements Program (TIP). The final rule regarding project implementation states that all ITS projects funded with highway trust funds shall be based on a systems engineering analysis on a scale commensurate with the project scope. Therefore, it is recommended that all major ITS projects for the City of Oakland are based on a systems engineering analysis. This strategic plan is the first step in following an overall systems engineering process. In addition, the final rule requires that the final design of all ITS projects funded with Highway Trust Funds (HTF) accommodate the interface requirements and information exchanges as specified in the regional ITS architecture. However, since the Bay Area regional ITS architecture has not been completed yet, the federal rule only requires all major ITS projects include a project-level ITS architecture that is coordinated with the development of the regional ITS architecture. Therefore, it is recommended that the City of Oakland complete a project architecture for all major ITS projects where federal funds are used and coordinate this architecture effort with the regional ITS architecture effort. Finally, the final rule states that all ITS projects funded with HTFs shall use applicable ITS standards and interoperability tests that have been officially adopted through rulemaking by the DOT. For the City of Oakland, this rule will be most applicable when they begin to procure their citywide signal system and other ITS equipment. It will be important for the City to ensure that the specifications written for the procurement of these systems include provisions for applicable ITS standards such as NTCIP and federally adopted testing procedures. 5.4.1 ITS Standards ITS standards define how system components interconnect and work within the overall framework of the National ITS Architecture. Standards allow for different components, technologies, and infrastructure to interact together to support a seamless transportation system. The National ITS Architecture is, essentially, a “standard” framework and foundation for ITS interoperability. Several national and international standards organizations are working toward developing ITS standards for communications, field infrastructure, messages and data dictionaries, and other areas. The organizations developing standards most applicable to ITS include: • American Association of State Highway and Transportation Officials (AASHTO); • American National Standards Institute (ANSI); • American Society for Testing and Materials (ASTM); City of Oakland ITS Strategic Plan 61 September, 2003
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Citywide ITS Strategic Plan Final R
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CITY OF OAKLAND CITYWIDE ITS STRATE
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6.7.3 Long-Term Communications Plan
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SECTION 1 Introduction 1.1 PURPOSE
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The vision of the Citywide ITS Stra
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SIC SMFO SONET SR2S STP TAT TBS TCT
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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
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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
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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
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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
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Page 61 and 62: SECTION 5 High-Level System Archite
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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
Page 79 and 80: Table 6.1 - Bandwidth Comparison D
Page 81 and 82: There are three different types of
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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
Page 95 and 96: Table 7.1 - TMC Equipment List Cont
Page 97 and 98: 7.3.2 Equipment Room The equipment
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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
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Page 111 and 112: 8.3 LONG-TERM PROJECTS This section
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Page 115 and 116: 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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