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Home My WebLink About3.2 I580 SMART CorridorCITY CLERK FILE # 1060-80 AGENDA STATEMENT CTTY COUNCTL MEETZNG DATE: May 15, 2001 SUBJECT: Presentation by Traffic Consultant of the Status of Phases I and II of the Interstate 580 Smart Corridor Project from Foothill Road in Castro Valley to the Altamont Pass in Livermore Report Prepared by: Lee S. Thompson, Public Works Director ATTACHMENTS: Deployment Plan Executive Summary RECOMMENDATIO~ Accept consultant presentation and provide comments, if appropriate FINANCIAL STATEMENT: This program and grant will replace and update Dublin' s traffic signal system to a more state-of-the-art system. The TEA-21 Grant will pay for all of the hardware and software necessary for the program. Dublin' s costs include Staff time and the maintenance of the system after it has been installed. DESCRIPTION: On March 16, 1999, the City Council adopted a resolution to support the City of Pleasanton's application for a TEA-21 (Transportation Enhancement Act for the 21 st Century) federal grant to study and develop an integrated traffic management system along the 1-580 corridor. That grant was approved and included the Cities of Dublin, Pleasanton and Livermore, with Pleasanton being the lead agency. A combined agency oversight committee has been working with the consultants. Vice Mayor Lockhart and the City's traffic engineer, Ray Kuzbari, have acted as Dublin's representatives. The traffic consulting firms of BWR and CCS are now nearing completion of the project design for Phases 1 and 2 of the Interstate 580 Smart Corridor project from Foothill Road in Castro Valley to the Altamont Pass in Livermore. The completed design will include installation of advanced traffic signal systems in Dublin to help City Staff monitor and manage traffic circulation more efficiently on major City streets parallel to or crossing 1-580 with interchanges. The total budget for Phases 1 and 2 of this project is approximately $3.9 million and is being funded through the TEA-21 grant program, as well as STIP matching funds. Phase 1 and 2 project work will include installing underground fiber-optic signal interconnect cable along Dublin Boulevard between San Ramon Road and Tassajara Road for improved coordination between City COPIES TO: Steve Fitzsimons, CCS Nayan Amin, BWR ITEM NO. G:\I-580 Smart Corridofiagst_580 Smart Corridor Presentation.doc traffic signals and enhanced capability for monitoring traffic flows on this busy arterial. As part of the system, advanced traffic signal controllers and traffic monitoring cameras will be installed at key intersections along Dublin Boulevard. A Traffic Operations Center (TOC) will also be established at the Civic Center and will be equipped with state-of-the-art computer hardware and software to efficiently manage traffic circulation in the City from a central location. CCS staff will present to the Council a summary description of the project with an emphasis on the Dublin component of the work. It is recommended that the City Council accept the CCS presentation and provide any comments, if appropriate. Page 2 ; POLICY ADVISORY COMMITTEE Scott Haggerty- Alameda Co. Supervisor Claudia McCormick- Dublin City Council Jim McCrank - Caltrans Division of Operations Sharrell Michelotti- Pleasanton City Council Tom Reitter - Livermore City Council TECHNICAL ADVISORY COMMITTEE Jim Balch - Pleasanton Police Dept. Judy Chen - Caltrans Merrie DuFrene- LAVTA Jeff Georgevich - MTC Ray Kuzbari- Dublin' Cliff Noble - CHP Ray Ovaici - Caltrans Bob Preston- Alameda County Cesar Pujol- Caltrans Vic Sood - LAVTA Sui Tan - Caltrans Mike Tassano - Pleasanton Bill van Gelder - Pleasanton Bob Vinn- Livermore Rubin Woo - Caltrans |-580, SMART CORRIDOR DEPLOYMENT PLAN TABLE OF CONTENTS INTRODUCTION 1 ITS ARCHITECTURE 3 RAMP METERING 7 INCIDENT MANAGEMENT I I ADVANCED TRAFFIC MANAGEMENT SYSTEM UPGRADES I 5 TRANSit I 9 INFORMATION DISSEMINATION 2 ] DEPLOYMENT PLAN 23 EXECUTIVE SUMMARY |-580 Smart CORRIDOR DEPLOYMENT PLAN IntroductiOn EXECUTIVE SumMary This Executive Summary presents the findings and recommendations for deployment of the 1-580 Smart Corridor-Project...Previously, a Concept of Operations was developed for the 1-580' corridor from Foothill Road in Castro Valley .to the Altamont Pass in Livermore. The study corridor is illustrated on FigUre 1. This is an important corridor that links the Bay Area to the Central Valley and the Sierras, and serves as a major connection to places west and north for Santa Clara and San ,Joaquin County residents. The area houses major .employment centers, including PeopleSoff, AT&T, CarrAmerica, Providian, Safeway, and Charles Schwab, as well as Lawrence Livermore National Laboratories. The area continues to-grow in population and-the Cities of Dublin and Livermore are expected to have more rapid growth due to the available land area. The 1-580 Smart Corridor Concept of Operations (ConOps) dated December 30,. 1999 established the following goals for the projecti .. · Reduce extent, duration,'-and environmental · impacts of congestion · Reduce duration and minimize impacts of incidents · Minimize diversion of regional through traffic onto arterials following incidents · Enhance use of public transit and improve safety of its users · Disseminate information to enable informed trip- making decisions The 1-580 Smart Corridor PrOject is intended to optimize travel along the 1-580 corridor by integrating freeway and arterial operations, and establishing. an integrated traveler information system to enhance mobility across all modes. The' 1-580 Smart Corridor Project includes upgrades to the traffic signal systems in the Cities of Pleasanton, Dublin, and Livermore that support interopera.bility between the jurisdictional traffic operations centers and intelligent corridors with related sensors and traveler messaging devices. The project also provides for future interoperability between the Tri-Valley traffic operations centers and the ex!sting Alameda County Traffic Operations Center in Hayward, which .manages the Castro Valley signals, and the Caltrans Traffic Operations System in Oakland. The deployment plan provides an Intelligent Transportation System (ITS) architecture that defines the path for full system integration of freeway, arterial, transit, emergency, and commercial vehicle operations within the co. rridor. " // · - '1-580 Smart Corridor INTRODUCTION III1 ~~-,~""' J~ cc s Figure 1 PROJECT AREA 1-580 ·Smart CORRIDOR DEPLOYMENt Plan -ITS Architecture · the 1-580 Smart. Corridor Intelligent Transportation Systems (ITS) Architecture Plan is based on the 1-580 Smart Corridor ConOps. The. architecture complies with the Federal Highway Admir~istration's directive that all new ITS systems incorporate national ITS standards in order to support interoperabitity between systems. Open Architecture - Good systems design practice includes development of an open architecture. Open architecture eliminates proprietary systems, which allows competition and facilitates expansion-and upgrades. Additional benefits include: · Lower cost to aCq u ire and maintain · - Inertia to obsolescence · Much easier to integrate with other systems also incorporating open' architecture · Documentation and available training is usually su perior Open architecture uses national and international standards for systems, hardware, software, and communications. International Standards Organization (ISO) Open Systems Interface standards (ISO 7498) are critical in achieving open architecture. Standards The recommended architecture complies with the following ISO s. ystem-related standards recognized by the communications industry: · NTC IP (Field Devices and Center-to-Center) ' · lEEEl 512-2000 Incident-Emergency Management' · , TCIP'(2nd Deployment) - ITE 1405 · SAE/GIS (2374 -.National Location Reference Standard) · ATIS Message Data Dictionary (SAE J 253). . EXECUTIVE SUMMAF~y The table on the following page provides the summary 'of .applicable market and' equipment packages based on the ITS National ArchitectUre. The architecture supports the following ConOps goals: Goal Reduce extent, duration and environmental · impact of congestion Reduce duration and - minimize impacts of incidents Minimize diversion of regional through traffic onto arterials following incidents Architecture Support Real time sensors and · management System to. manage traffic' onto and off the 1-58OC0rddor Support for ramp metering Coordination (multi.media) · supported between incident and emergency management Emergency priority supported Managed smart arterial corridors with ability to get the diverted vehicles back to the freeway ASAP via dynamic route guidance. Enhance use of public transit and improve safety of its use Transit priority Supporting improved schedule performance CCTV surveillance of Park-and- Ride Disseminate information to enable informed trip- making decisions Tri-Valley ITS web site integrating Tri-Valley area traveler information Figures 2 and 3 present detailed views of the architecture for-the jurisdictional TOCs and Alamed& County traffic and emergency management resources, aS well as a possible architecture for interfacing the TriNalley ITS network with the Caltrans Traffic OperatiOns System, 'Goals and Objectives Focus for ITS deployment in. the Tri-valley area is · improvements in the arterial traffic management systems servicing access corridors to the 1~580 freeway. The objective is a scalable but common architecture for the Cities of Pleasanton, Dublin, and Livermore, facilitating a leveraged procurement. The arterial traffic management architecture includes a provision to accommodate usable legacy traffic controllers and tO replace signal controllers, which are becoming unmaintainable, do :not support real-time management of intelligent arterial corridors, nor meet -the functional' needs of the cities' Traffic OperatiOns Centers (TOCs). The architecture supports legacy protocol, as well as NTC1P. ~ 1,580 Smart CO'RRIDOR DEPLOYMENT Plan i .. .. - · Candidate Market and Equipment Packages Market Package Network Surveillance Surface Street Control : Market Package ISP Based Route Guidance Freeway Control Traffic Information Dissemination Regional Traffic Control Incident Management System Traffic Forecast and Demand Management Emergency Response Emergency Routing MaydaySuppOrt Broadcast Traveler tnformatio Interactive Traveler Information Equipment Package Deployment' Initial/Future - Traffic Maintenance ~3ollect Traffic Surveillance Roadway Basic Surveillance Roa;dway Signal Controls Traffic Maintenance TMC Signal Control Traffic Maintenance TMC FreewayManagement Roadway Freeway Control TMC Traffic Information Dissemination Roadway Traffii: Information Dissemination TMC Regional Traffic Control TMC Incident Dispatch Coordination/ Communication Emergency Response Management Roadway Incident Detection TMC Incidenf Detection TMC'Traffic Network Performance EvalUation TMCTolVParking Coordination On-board EV Incident Management Communication Emergency Response Management ' Emergency Dispatch Roadside Signal PriOdty On-board EVEn Route Support Mayday Support Remote Mayday I/F Vehicle Mayday I/F Personal Mayday I/F Remote Basic Information Reception Basic Vehicle Reception Personal Basic Information .ReCeption Basic Information Broadcast Remote Interactive Information Reception Interactive Vehicle Reception Interactive Infrastructure Information Personal Interactive Information · Reception Dynamic Ridesharing Integrated Transportation Management/Route Guidance 4 Transit Fixed-Route Operations Transit Secudty Transit Traveler information Multi-modal Coordinatio~ ITS Data Mart ITS Data Warehouse EXECUTIVE Summary Equipment Package Deploymentinitial/Future Infrastructure Provided Route Selection RemOte interactive Information Reception Infrastructure Provided Dynamic 'Ridesharing Personal InteractiVe Information Reception Remote Interactlye InformatiOn 'Recept on Interactive Vehicle Reception Infrastructure Provided Route Selection ISP Advanced Integrated Control Support lnfrastruc~re Provided RoUte Selection - On-board Fixed RoUte Schedule Management Transit. Center Fixed-Route Operations Remote Mayday I/F Transit Center Security Secure Area Monitoring Remote Transit information Services Transit Center In!ormation Services On-bcard Transit Signal Priority TMC Multi-Modal COordination Roadside Signal Priodty .. Government Reporting Systems Support Roadside Data Collection ITS Data Repository Parkin'g Data Collection Traffic Data Co. ection Emergency Data Collection ISP Data Collection Traffic and Roadside Data Archival Traffic Data Collection Traffic and Roadside Data Archival Emergency Data Collection Parking Data Collection ITS Data Repository Govemment Reporting SystemsSupport ISP Data Collection Roadside Data Collection. On-Line Analysis and Mining iTS Data Repository Virtual Da~a Warehouse Services Observer of Inciden~ Eme gency ~jl M~ee T~ ~ E911 Golden Gate ~ ~ Trunk Line~2~sE2 call CenterDispatching Mayd~,,f~./ ~ (PSAP) Center California _ Highway Patrol Golden Gate · · I~ lent Ren~ntoPbaem~p~lcr-,-e0~ Intero; '~ 5EE 1512-2080 ~ ..~1 Califomia ~,~.~ N (Future) St In, 'hi Mobile Traveler Highway patrol Rescta~:~:s Wireless Architecture Shown. May be Combin'allen of Direct Rber Interconnect and Wireless Wireless Ethernet TAt Mason ~ ~ . '%a~,~.~,",.."~..;..''~..~;~Z~ e ..,~.~,,,~"~, ,~ ~ ~ ~ Ci~ Of D~lin ' ~ [ TOC Tr~el~ Ci~/Alam~a. ITS IEEE 1512-~ Figure 3 Top Level Conceptual Architecture for 1-580 Freeway 1-580 SMART CORRIDOR Di-'-.PLOY'MENT PLAN Ramp Metering .... " Caltrans PhilosOphy and Deployment A preliminary, high-i~vel :implementation plan for ramp metering along the 1-580 corridor,. including an Caltrans Deputy Directive-35. (DD.35) defines the Operational strategy and implementation phasing goals of ramp metering, and its primary goal is to recommendations I'for ramp meters', ~have been maintain. an efficient freeway-system by maintaining .developed. The locations of all ramps along the' the.freeway facility at or near capacity flows. DD-35 subject segment of 1-580 are depicted in Figure 4. also states a secondary goal to provide'incenti~/es for increased use of carpools, vanpools, and public transit The specific' goals and objectives relating to ramp. by providing preferential lanes that provide travel time metering along 1-580 were identified in the ConOps, ~savings for HOVs at ramp meters. and they are as follows: - ' · To reduce the extent, duration, and environmental Caltrans District 4 has developed more detailed' impacts of congestion along the corridor; and, policies that also address the concerns of the local · To minimize the diversion of regional through agencies.. A sample is thi~' cooperative management .. traffic onto local streets following freeway incidents agreement for the 1-880 corridor from Fremont to .-: ~ Oakland city limits..The, principles. that pertain to local Benefits arterial operations from t~hat agreement are as follows: The following are the reported benefits of ramp metering: · Increase. in freeway productivity and efficiency · Promotes easier and safer merging · Reduction in accidents and fatalities · Reduction in fuel consumption · Reduction in emergency vehicle response time · ' Improvement in air quality/other societal goals Ramp Metering Strategies There are several types of ramp metering strategies that may be employed, depending on goals and objectives. The following summarizes the strategies that are available to the 1.580 Smart Corridor stakeholders: EXECUTIVE SUMMARY 1. Emphasis on Safety -impose high metering delays through restrictive 'metering rates. This strategy wilt reduce traffic flow turbulence, and consequently,! the number of accidents at the merge areas.- This method is often viewed .as too restrictive and controversial. ·. 2. Optirnize Travel Safety and Efficiency - Implement less restrictive metering rates than Strategy 1, and emphasize on maximizing freeway productivity. 3. Minimize Local Street Impacts - At ramps with limited storage lengths, implement metering rates that would ensure minimal queuing on arterials. This -strategy somewhat compromises the effectiveness of ramp metering, but studies have shown positive benefits. - 4. Basic Freeway Management - This strategy' is a combination of Strategies 2 and 3, and is 'the strategy that is adopted. by most agencies. Since the public is wary of queues and delay at the' ramps, metering rates are adjusted at some cost to the freeway and overall transportation system efficiency. · It is emphasized that, as a matter of policy, Caltrans wi// not implement ramp metering .without consensus from the affected local agencies. Caltrans Distdct 4 has a Ramp Metering Deployment Plan that is intended to meet the goals established by Caltrans DD-35. The only existing ramp metering equipment along the .corridor are on-the eastbound 1- 580 on-ramps at Hopyard Rd~ Hacienda Dr, and Santa Rita Rd, all of which are in Pleasanton.' Caitrans' estimate for the .cos~ to complete the deployment of ramp metering equipment is $10.8M. Based on discussions with Caltrans staff, the corridor has a low funding priority from the State due to competition from the more congested freeways in the Bay Area. i To reduce overall delay .and ensure .that delays that occur do not impose an excessive or inequitable burden on any community or group of · trip makers · To coordinate freeway and arterial operations to ensure efficient operation of both facilities. · '. To identify the most-Congested segments and nodes in the transportation system and explore means to reduce these "hot spots" · To provide predictable travel time and negligible delays for HOVs and transit on the freeway and at on-ramps during peak periods to encourage HOV and transit use If queues at metered on-ramps cannot be accommodated within the constraints, allow congestion to build on the freeway mixed flow lanes during the peak-periods. ~ C) ' Existing Ramp Localion 4~ Future Ramp Lo~U~ · d) RempLo~ti/onto~Removet~ 1~5~0 8mart CorridOr ' ,. RAMP METERING Figure 4 1-580 RAMP LOCATIONS 1-580 SMART C0rrldOr DEPLOYMENT PLAN Cut-Through Traffic" "' ' ,. ' A 'significant amount of traffic currently uses local arterials as. cut-through routes. to. bypass cpngestion on 1~580.' The magnitude of traffic that cuts through lOcal streets is not known, except in Pleasanton, which commissioned a study for precisely that purpose. These routes' are subject to change upon the implementation of ramp metering, which is expected to improve freeway operations. 'Given that an appropriate metering strategy will be selected and implemented, the additional delay imposed at the off-ramps, combined with the improvement in freeway productivity, should make the freeway a more attractive route than the local streets, · so-as .to achieve the effect of discouraging' cut-through '- traffic. Traffic Diversion : Traffic diversion, defined as the voluntary rerouting of traffic to avoid the additional delay imposed by-ramp metering, would only occur if motorists have an alternative unmetered route to the'freeway, A feasible preventative measure is to deploy ramp metering in .phases and along segments that are specifically selected so as to make. potential diversion routes less .attractive than entering the freeway from the nearest ramp~ The freeway may be preliminarily segmented as follows: (1) Route 238 to Eden Canyon' Road.; (2) Foothill Road/San Ramon Road to El Charro Road/Fallon Road; and. (3) Airway Road to Greenville Road. Equity Ramp metering has historically favored through traffic on the freeway at the expense of cornpromising local access. in order to determine if metering the corridor would yield the same 'benefits for local traffic as it would for regional through traffic, it is necessary to know how much, of the traffic that is on the freeway, comes from the local. agencies. Based on an analysis of freeway traffic volumes conducted by the City of Pleasanton, more than half of the traffic on the portion of 1-580 within Pleasanton is either going to, or coming from,. Pleasanton. Thus, a significant portion of the traffic that will be benefiting from ramp metering will actually be local traffic, and no issues of inequity need to be further addressed. Ramp Spill-Back Excessive queuing at' the ramps has been a major concern for jurisdictions considering ramp metering. In order to avoid exceSsiVe queuing., ramp storage and queue detection must be considered and ramp- ',' EXECUTIVE SUMMARY metering "stop time' must be decreased should queue build-up exceed storage;.' ' -Public Opposition Historically, local jurisdictions 'have had a negative reaction to ramp metering, .largely 'due the perception that the cons' outweigh the pros. Although ramp metering is not new tO ~he Bay Area, it would be new to the Tri-Valley; as such, it would be natural to encounter some. public opposition in the beginning. In order to gain public support for ramp metering, public Outreach ·meetings should be conducted to educate the'public about the benefits of the program for the entire! corridor, recognizing that political support from the Policy Advisory Committee is key to its success. Near-Term Future Traffic Conditions Within the next ten years, traffic conditions along 1-580 will be affected by the. planned projects along the corridor, which are expected to result-in overall improvements' in .traffic operations. The following are brief descriptions of each planned project along the 1- 580 corridor: · Caltrans has initiated a project to add a~n HOV lane . on eastbound · 1-580 from Santa Rite Road/'l'assajara Road to Gre~enville Road and is -seeking additional funding beyond what is currently programmed. · Alameda County CMA is sponsoring a two,phase project to provide auxiliary lanes between the Tassajara Road and' Vasco Road interchanges. · The City of Dublin is sponsoring a project to provide an eastbound auxiliary lane between Santa Rite Road/Tassajara Road and El Charro Road/Fallon Road. · The City of Dublin is sponsoring a .project to provide a westbound partial auxiliary lane between Santa Rite Road/Tassajara Road and El Charro Road/Fa!lon Road. · The .City of Dublin is sponsoring a project to provide eastbound and westbound partial auxiliary lanes between El, Charro Road/Fallon Road and . Airway Boulevard. · The City of Dublin is Sponsoring interchange improvements at Santa Rite Road/Tassajara Road/I-580 and El Charro Road/Fallon Road/F580 interchanges. · The cities of Dublin and Livermore are sponsoring the extension of Dublin Boulevard from its existing terminus east of Tassajara Road in Dublin to North · Canyons Parkway in Livermore. · The cities 'of Pleasanton and ·'Livermore are sponsoring the extension of. Las Positas Boulevard from its existing terminus east of Santa Rite Road in Pleasanton to-Jack London Boulevard in Livermore. · I 1-580 SMa!~T CorrIDor' DEPLOYMENT P · The City of Uvermore and Caltrans are Sponsoring - a project to upgrade'lsabel Avenue to be the new '. State Route 84, to replace First Street/Holmes Street, E. Vallecitos Road. This project would ' entail the. extension of Isabel Avenue to North · Canyons Parkway; the construction of a new interchange with 1-580; the elimination of the existing Portola Avenue interchange; and the extension of Portola Avenue northward towards the North Canyons Parkway alignment. ' ' addition, the current modifications of the 1-580/1-680 !etec~J~:~, not. considered to be a planned project is under construction, is anticipated to si nif~t~antly relieve the congestion that occurs at the in?erc an e today. .Long, Term Future Traffic Conditions . BY the year 2025, if the increase in trips remains in proportion to curr~rl! patterns, the traffic demand on westbound 1-580'in the morning peak period would far its therefore expected that this gateway wi·ll opera e a capacity and serve as a natural meter. Once opera ing at capacity, the only way to accommodate additional traffic from Livermore, Dublin, and Pleasanton 'would be if the same m;gnitude of traffic were to get off the freeway. Given e fulfillment of the City of Pleasanton's General P an objective regarding jobs:housing ratio, Pleasanton. will end up taking off more trips than it puts on. However, the amount of projected growth in 'Dublin, combined with Pleasanton and Liverm0re~ will create a demand in excess of freeway capacity. At that point, the temporal shift in commute times to. both earlier and later times - known as peak spreading - that currently occui's on southbound 1-680 south of the Sunol Grade, will also occur on 1-580. In addition to peak spreading, a modal shift to both ACE and BART will be required. Deployment Re'commendations In order to'· reap the maximum benefits' from ramp metering, it must be deployed along the entire corridor, which requires a commitment from all jurisdictions. The deployment of ramp metering along .the entire · corridor is not supported by the funds available for Phases 1-and 2 of the !-580 Smart Corridor project and other Caltrans funding sources. When additional funding becomes available, it is recommended that ·the initial ramp metering deployment for the :corridor be in the eastbound direction of 1-580 from Foothill ·Road to El Charro Road. Toward ;~hat end, the following steps are recommended: . · Collect AM and PM peak period traffic counts on the mainline and ramps. LAN EXECUTIVE SUMMARY Conduct AM and' PM peak period·speed and delay surveys for'the mainline and the ramps. ' ' Draft and execute a cooperative ~agreement' between the Tri-Valley and Caltrans to outline policies, procedures, and liability.: Prepare a simulation model for 'without' and 'with' ramp metering conditions to determine appropriate ramp metering rates, including signal timing for signals upstream of the ramp meter. (Possibly future project phase.) · Assess adequacy of storage lengths at all ramps. Prepare design for queue buildup detection at' ramps with inadequate storage, and other PS&E as required for deployment. (Possibly future prpject phase.) Support .public outreach for acceptance of ramp metering, focusing on benefits. Coordinate any planned construction with :arterial Advanced Traffic Management System (ATMS) upgrades. [-580 SMART CORRIDOR DEPLOYM'ENT PLAN EXECUTIVE SUMMARY 'incident Managen~ent !n the Bay .area, and in Alameda County specifically, emergency management procedures are fairly mature. The' traffic management procedures that fall within the province of. incident management are also well developed, with extensive coordination occurring between the involved state agencies Of the California Highway Patrol, Caltrans District 4, the Metropolitan Transportation Commission (MTC) and Alameda County. The element that is missing is the involvement of the cities, who through their advanced traffic management systems, can contribute to the mitigation of impacts resulting from incidents. Benefits Quantifiable benefits include: increased survival fate of cr~sh victims; reduced delay; improved response time; improved air quality; reduced occurrence of. secondary incidents; improved safety of respondera, crash victims, and other motorists. Qualitative benefits .include: ' > improved public perception of agency operations; > reduced driver frustration; >, improved quality of life; and, >- improved coordination and cooperation ,of response agencies. -. Goals and objectives consensus has been reached regarding the following operating principles that should guide the planning and implementation of the incident management element of the project:. · Develop and implement a plan to handle traffic intrusion onto local streets; · Caltrans will not proactively divert traffic onto local streets without local agency agreement; · Tri-Valley will use counting detectors, cameras, changeable message signs. (CMS) to direct diverted regional traffic to the nearest, least congested route back to freeway; · - CCTV is for surveillance; other uses, such as red light enforcement, are at the discretion of .the local agency; · CMS message content and format will be determined by each agency. Incident Management Activities and Resources The incident management procedures needed to provide an effective incident management program are listed. in order: · Detection and Verification · Motorist information · Response Scene management · Traffic management · Clearance The agencies involved in incident ,management procedures for the 1-580 corridor in context of the procedures listed above are. as follows: · CHP Golden Gate Division and Area Offices Golden Gate Communication Center and .Other Public Safety Answering Points (PSAPs) > Office of Special Projects · Alameda County >, Emergency Medical Services and Dispatch > Offices of Emergency Services > Fire Department > American Medical Response · > Coroner's Buearu · Caltrans District 4 Traffic ManageRent Center Traffic Management Team Maintenance · MTC >. SAFE. Program- Freeway Service Patrol and Call Boxes >' Travlnfo and partners Figure 5 illustrates the distribution of local incident management res0umes for the corridor. Opportunities and Constraints The overarching goal of incident management is to provide needed emergency services as .quickly and safely as possible. - Secondly, an incident management program seeks to' minimize the impacts of an ·inCident on the general public and the environment. Intelligent transportation systems can help in many ways: · Surveillance Cameras · Incident Detection Algorithms' · .Signal Preemption · 'Responsive Signal. Coordination · -Dynamic Route Guidance - · Information Dissemination.· · Public Transportation Alternatives · Public Transportation Rerouting 1 DUBLIN 1-580 Smart. Corridor INC DENTMANAGEMENT PLAN ~'* "~"' CASTRO VALLEY I-S80 PLE~S~O. Figure 5 DISTRIBUTION OF LOCAL RESOURCES 1-580 ·SMart Cor'rl'dor DEPLOYMENT PLaN The specific oppSrtunities.and constraints_for. the use of .intelligent transportation TM ' systems for incident management along the 1-580 corridor are .as follows: Management of NatUral Diversion .Routes The solution to. problems related to traffic diversion onto natural diversion routes resulting from incidents on 1-580 is to proactively manage diverted traffic. Use 'of these routes should not' .be. discouraged, so as not to Compromise response time.. The reality is that. diversion will occur; by how much,. depends' on the impacts of incidents. Management of diverted traffic involves the use of dynamic route guidance systems and responsive signal timing. EXECUTIVE SUm mary provided for 'the.' smart. arterials.·' For freeway conditions, information provided in the CHP CAD TIP may be provided, as well as processed traffic' count and speed data.from the existing Caltrans traffic monitoring stations along 1-580. Emerqency Vehicle Preemption Most of the 'traffic signals in the Tri-Valley and .in Castro Valley currently provide 'preemption capabilities for Fire Department resources. In Dublin, the Alameda County Sheriff's Office of Emergency. Services also have preemption'capabilities.' To achieve improveme, nts in emergency re~aponse time, the same signal preemption capabilities may be given to law enforcement .(where they do not have it now)' and Deployment of ITS Devices on 1-580 Caltrans' existing deployment of ITS devices along the 1-580 study corridor consists of four'traffic monitoring stations between 1-680 and Airway Boulevard. Proposed improvements include 18 traffic monitoring stations, 16 CCTV camera locations, .five changeable message signs, and one location for highway advisory radio.. COmmunication with Reaional TMC The Ca::it;'ans District 4 Traffic Management Center (TMC) is a'collaborative effort between Caltrans, CHP, and MTC. The 'three agencies are working well together on several programs including TravlnfoTM, SAFE (FSP and Call Boxes), and the Bay Area Freeways ConCept of Operations, which includes the review of .interagency coordination 'for incident response and management in the-region. In terms of 'local jurisdiction integration, there are existing interfaces with the Silicon Valley Smart Corridor, 1- 80/S.~n Pablo CorridOr, and' the 1-880/Hesperian Boulevard Corridor, all of which share data with the TMC-on a very limited basis. The primary reason for this is 'that most of Caltrans' CC'FV cameras'. are on dial-up 'lines, for which they are assessed usage fees on a per minute basis. Consistency of Incident Information Of the various sources who claim to provide real-time traffic information, it is deemed that the CHP CAD TIP and the TravlnfoTM regional phone number are the best sources for accurate and most up to date information. Information Dissemination The project web page will be the premier source .for dissemination of incident-related information for the Tri-Valley. CCTV video feed, suggested routes, real- time level of sei'vice maps,' and delay estimates, will be 13 ambulance resources, as well. The additiona~ preemption capability can be accommodated using existing emergency vehicle preemption equipment. Deployment Recommendations The recommended locations and phasing of smart arterials are consistent with the Advanced Arterial Traffic 'Management Systems Upgrades. The following are recommended: · Traffic monitoring and responsive signal timing · CCTV · CMS/Path Finders · ' Emergency Vehicle Preemption · Special Database of Relevant Incident Data Use of theTri-Valiey ITS web site is recommended for timely and accurate information .dissemination. The following items should be provided on the web site: · Video sharing . - · Recommended routes · Construction and special events · Relevant Links The vision for the 1-580 Corridor Incident Management Program is laid out in detail in the top level amhitecture proyided shown on Figure 6. what we can do, within the funding and time limitations of the current project: The following presents · Build consensus: elected officials, public outreach, Task Force · Develop alternatives: practices, software, plans, future phases · Obtain additional funding. .. i i ! ! ! VaBero ~Cityof: Pleasanton' ' · :. ' ' Figure 6 Top-Level Architecture for Incident Management Program 1-580 Smart CorriDor DEPLOYMENT Plan EXECUTIVE Summary. Advanced Arterial Traffic Management System Up'grades A fundamental requirement of the 1-580 Smart Corridor prc~ject is replacement of the existing traffic control systems to Advanced .Traffic Management Systems (ATMS), The modern ATMS' will provide the foundation to: · efficiently. manage traffic without major impact on staff; · support critical its functions, such as smart arteriais and related congestion and incident management; · facilitate the deployment of its standards and center-to-center interoperability; · improve supportability (reliabifity/maintainability); · meet the project goals and objectives. Existing Systems and Communications infrastructure The-existi,ng 'traffic control systems of Pleasanton, Dublin, Livermore, Castro Valley,· and Caltrans do not · have the ability to communicate with each other due to incompatible communications proto. cols; All existing 'traffic signal interconnect is .by copper twisted pair cable or wireless interconnect. In Pleasanton, interconnect cable is run between the City Hall and each intersection. In Castro Valley, 'Dublin, and Livermore, interconnect cable. is run between some intersections and a field master controller, which communicates with a supervisory computer' located in a remote 'office via' dial-up telephone. Deployment Objectives The deployment objectives for the ATMS are as follows: · Common' hardware and software for Pleasanton, Dublin, and Livermore > Leveraged procurement to reduce cost > Reduced interop~rability.risk > Facilitates coordinated supportability · Center-to-Center Interoperability > .Area traveler information :> Coordinated incident management > Coordinated congestion management · Seamless field environment fo~' emergency vehicles and public transit · Open, flexible, modularly expandable architecture Traffic Operations Center F[2nctionality : - Figure'7 presents the recommended {raffic operations center (TOC) architecture .organized by operations areas, equipment-areas and externals'. The following am key features of the recommended TOCs: ,real-time management of field-controllers support on-line modeling and timing plan evaluation, download, and upload - incident management collect incident management data automatically alert operator to probable incident with verification video automatically recommend messaging to travelers and incident/emergency management coordination provide 'CCTV control and acquisition using a common workstation automatically create graphical user interface (GUI) . management information using common geographic information system (GIS)'database map automatically update advanced traveler ' information system (ATIS) web site store special' event and incident management plans, recommend most suitable for situation and execute if approved provide alarms and display (video if available) of ' ramp metering queue buildup on arterials. automatically Collect corridor statistical data, achieve, and create specified, tailorable reports provide automated maintenance support provide operator-logs, action item reminder/alarms, security and management provide corridor work/lane Closure information management and dissemination to travelers via web site support Web site integration for ATIS '. provide firewall-protected~ dial-in, remote access by traffic engineer and maintenance firmware for transit priority and software for transit tracking Emergency Management Coordination Counter Rotating Single Mode Oplical Ring EIA 232 Usable Legacy Copper Twi~ted Upgraded to Direct Intereonnec~ with the TOC Controller CCTV (PTZ~t'[''~'~ CCTV (PTZ~~ VideoVID ~~ Detedor/Senscr Electronics V|D ,.~t~fi''[T~ Field ITS Infrastructure NOTE: EOTR= Ethemet Optical TmnsceNer OP ~ Op|/cal Prior~ly OTR =OplicalTranscetvar-Dida VOTR= Video Optical Trar~ceiver VCR =VideoCodecReceh/er VCX =VideoCodecTransmitter UPS = Uninten'uptsd Power Supply TC = Traffic//TS Contr~ler PFS = Path Finder Signs (Extinguishable) L., Vide) Swdch ISP Travlnfo __ Telecom Figure 7 Traffic Operations Center System Architecture 1-580 Smart COrridOr ~DEPLOYIviENT PLAN Td-Va//ey /TS Communications' .Meeting the criteria established by'the architecture plain essentially .requires 'fiber on all arterials. The recommended approach is to deploy fiber to the extent that it can be funded. 'It is believed that much of the existing conduit may be ·salvaged. Aedal conduit 'is recommended along a portion of Stanley Boulevard between Pleasanton and Livermore; and along First Street (Route 84.) in Livermore as a cost reduction measure. An overview of communications links within, to, 'and from .a TOC is illustrated in Figure 8, The external communications interfaces will . vary with' -city installation. For increased network reliability; counter- rotating fiber optical rings are 'recommended to interconnect each TOC with field devices along priority corridors, as well as to provide the backbone for center-to-center communications. Communications with Caltrans and Alameda County The most cost-effective' approach'to establish a .communications link to Caltrans is to Utilize the Caltransdedicated BART fiber optic cable.· The ability. to communicate between the -Tri-Valley ITS network and the Caltrans Traffic Operations System via BART . cable would support incident management coordination and' sharing of traveler information. Furthermore, BART fiber is the reasonable approach for Caltra~ns to manage and access ITS sensors deployed along the 1-580 Corridor'. The communications link between the Tri-Valley ITS network and Alameda County TOC: and between the Alameda County TOC and the Caltrans TOS, I~inges upon, finding high bandwidth-suitable existing infrastructure, possibly via fiber dedications to Alameda' County from either BART "of UPRR-owned infrastructure. At the time of this writing, no Caltrans. or County- dedicated fiber is being utilized for ITS purposes along the corridor, and neither center is ready for center-to- center interoperability with local jurisdictions; as such, the detailed study involving .these communications linkages is the subject of future project phases.· For the current deployment, the Tri-Valley ITS web site wilt serve as the primary interface between the Tri-Valley and the County and Caltrans. 17 EXECUTIVE SUMMARY To Jurisdictional e ,~/ Emergency Management Centers and Remote Maintenance Office e CALTRANS TOC e 2 BAR-r (Future) Fiber Interconnect Castre Valley 1 (Dublin Only) e / Building NOTE: OTR = Optical Transceiver WDM = Wave Division Multiplexer Optical Optical CCTV CCTV VID VID Ring #1 Ring #N #1 #N #1 #N .~/2 2 2 2.2 2 2 2 Fiber Optic Distribution Cabinet Drawer Center to Center Network per Twisted Pair Patch Panel External Copper Twisted Pair to Legacy Controllers Public Telephone Network Traffic Enginoor's Office and Maintenance Office (In Building) Ethemet ~ Ethernet ~ Ethernet OTR ~ · "'t:1" -, ' i. I',~' < .' ,' CSu ......... Firewall Router city PBX City Trunk Lines Building Figure 8 Traffic Operations Center Communications Overview 1-580 SMArt CORrIDOr DEPLOYMENT PlAN Transit Pisri ':' The transit .goals of the 1-580 Smart Corridor project are to enhance use of public transit by improving transit running Speed, and'improve the safety of its users by providing enhanced 'security at public transportation facilities. To' improve' transit running speed, transit priority will be provided for Livermore- Amador Valley Transportation Authority (LAVTA) :buses along the I.-680/I-580/BART express .bus route within Pleasanton. To enhance safety, the project will install and monitor surveillance CCTV cameras at six transit'stations and park-and-ride lots. EXECUTIVE SUMMARY' Futur~ 'Phases' Future phases include: Figure 9 Transit priority at signalized intersections along 'additional key bus routes . Center-to-center transit priority Regional transit priority standards CCTV cameras at additional parking facilities ' · Coordination of ATIS Kiosk at park and rides. presents the recommended transit plan. Benefits The benefits of transit priority include: · improved schedule performance · ' enhanced ridership · fewer stops · fuel/reduces operations costs savings · pollution reduction- The benefits of transit parking secUrity/available include: improved transit ridership enhanced person and vehicle safety reduces driving to find available parking congestion reduction pollution reduction driver cost savings Transit Priority The transit traffic in the Tri-Valley is not considered significant enough to implement real-time center-to- cente~ position tracking information for transit vehicles. Therefore, it is recommended that optical preempt as currently deployed for emergency preempt be utilized for transit priority. Transit Security This deployment of CCTV cameras will be coordinated with the associated transit agency. The LAVTA Automatic Vehicle Location. system enhances transit safety by significantly shortening .the time required to respond to incidents occurring on transit vehicles: 19 Optjcom New Traffic Controller Bus Priority Firmware for Green Extension Initial Deployment Parking Lo_t Count Entry Count To ATMS (Parking Security Video to Police) Future Deployment Pleasanton - Dublin/Pleasanton BART Parking - Future Stoneridge Mall Rd BART Parking Livermore - BART Park and Ride Caltrans Park and Ride ACE Parking Figure 9 Transit Support i-580 SMArt Corridor DEPLOYMENT.' PLAN information Dissemination Plan Traveler information for .the'Tri-Valley · follows: · ~s proposed as center-to-center status information exchange center-to-emergency support resource information distribution :. Center-to-traveler via: · Tri-Valley ITS website (www.trivalleyits.org) Changeable message signs (CMS) Public broadcast TV and radio interface (as ' funded by partnerships) > Interface with TravlnfoTM. Tri-Valley ITS Web Page EXECUTIVE SuMmary InterfaCe with' Tra.vlnfo Tt~ .. ' The recommended design approach, based on funding available for-this project, is for travelers to access the Tri-Val!ey ITS' website by .Clicking on a TravlnfoTM -web .page. In the'future. when Caltrans integrates their . TOS with 'the Tri-Valley ITS networki TravlnfoTM can have direct access to corridor status and video information as deemed appropriate by the jurisdictions. A Tri-Va!ley ITS website has been developed under this project for use during the planning, design, and construction phases. Figure 10 illustrates the current deployment of the Tri-Valley ITS web site, which is currently password-protected to allow access by Technical Advisory Committee members only, while the project is still in progress. It is envisioned that the Tri-Valley ITS web page, when transitioned to support the Operational phase Of the project, will include a graphics map of monitored smart corridors supported by the Tri;Valley ITS integrated system. The map will include: . · Color coding of corridors based on congestion studies · Icons for any deployed CCTV to retrieve image · Icons for any deployed CMS to view displayed message · icons for any deptoyed road weather information system (RWIS) to receive roadway weather report in a window Road construction icons to get effective times · incident location icons to get projected clearance time · Road closure icons to get effective time · Special event routing There are two approaches to servicing the Tri-Valley its website: · Have one city as the collection point. consolidating information from other cities and providing the web update. · . Have each city· update the appr0, priate segment of the graphics map. Both.approaches will be studied in more detail during the design phase, SMART {jORRIDOR IJEPL<jYIvII~N"I' MLA~ " .................' ................................~" '= ""..:,~'L "" ~ ....~ ' - "~ .................................' .... S~p ~e."ie~h Ilot~e { ~eaid~ Fav~es HisIn{), 'vlad P:z; E~{ Di~;$ ,.. ...................................... · .... ...... ~ ................. - ................................................................................................... ~:~ :. ~. . Welcome to the 1-580 Smart Corridor project web site. Ove~view of the ~ Smart Corridor project including project scope and budget Contact information forthe project stakeholders grouped by TAC, PAC, City staff and project Advisors Hers you will find the latest information on significant stunts and delivershies Updated project schedule All project deliversbles can be Thb viewed or do~loaded from this ~d ~ ~jec~ page, Also includes other rotated files FonJm for sharing ideas and comments with other project stakeholders Let us 'knew whm you think A variety of relevant interact links 22 l-'580',SmarT Cort~IDor DePLOYMENt PLAN ". Deployment Plan .' '. .' The deployment plan recommends priorities and reviews the probable construction cost of all elements. The deployment plan further considers. a cost .reduction ,approach and phasing to accommodate available Phase 1/2 funding. Full Deployment Priority 1: ATMS Uporades The. TOC .prOvides the core capability for modern arterial traffic management and center-to-center coordination. For the Cities of. Pleasanton, Dublin, and Livermore, each center is proposed .to be essentially identical with a probable cost of each center, including software,' of $590,000. It is believed that leveraged procurement Could result in a reduction of this cost to $500;000 p~r.center, since a common hardware and software package will be procured and deployed, OPINION OF PROBABLE COST $1,500,000 Priority 2: New Field Equipment' A' modernized field environment facilitates use-of the' modern traffic management functions and provides needed real-time information dissemination' and center.to-center interoperability. The probable cost of modernizing the field environment in- Pleasanton, Dublin, and. Livermore assumes the following: · Common procurement for all cities · Use of Type 170 type controllers with ' NEMA adapters or NEMA TS-2 controllers' · . Use of existing cabinets with some new:cabinets as indicted · CCTV surveillance cameras'and video detection sensors on priority corridors · P,athfinder message signs for dynamic route 'guidance on priority corridors. · OPIONION OF PROBABLE COST $rl ,791' ,490 Priodty 3:' Basic Fiber Infrastructure Basic fiber infrastructure provides affordable bandwidth needed to support modern video sensors and support center-to-center interoperability. The opinion of probable construction cost assumes 90% of existing conduit can be reused 'with fiber under a best case. In addition, where there is no existing conduit for extended lengths, such as along Stanley Boulevard and First Street (State Route 84),-aerial fiber installations were assumed. 'This and other options will also be analyzed during the design phase. OPINION Of PROBABLE COST $2,237,900 Priority 4: Emergency Coordination Once the .backbone infrastructure is in place, data would be available to support emergency coordination. EXeCUTIME SUmmarY The benefits derived by this' service, because lives can be saved through'quicker emergency response~ are continuous, ,. ' ,OPINION OF PROBABLE COST $212,670 Priority' 5: Ramp Meterinq .and Other ITS Devices The implementat on of ramp metering on 1'580 would increase capacity on the-freeway and make it easier for local traffic to get on and off. The Technical Advisory 'Committee has agreed to make ramp metering one of the priorities for the subsequent phase of this project. Securing enough State funds to cover the costs of the needed ITS deployments along 'the corridor' presents a challenge within the foreseeable future. OPINION Of PROBABLE COST $12,503,000 Priority 6: Transit and Rail Traveler Security The traveler safety function can be added with infrastructure to support information collection and distribution 'to monitoring sensors. The probable cost assumes installatio. n of surveillance cameras at six transit and:. rail parking lots along the corridor to enhance traveler safety. OPINION Of PROBABLE COST $274,880 Priority 7: Castro Valley ITS Subsystem The. true effectiveness of adding Castro-Valley. ITS to the core. system would be realized when BART and/or UPRR fiber becomes available. The probable cost· includes a robotic traveler data-collection and reporting 'system in Castro ·Valley, which would require no Alameda County TOC, and interconnecting Castro Valley'sITS sensors tO the fiber infrastructure. OPINION OF PROBABLE COST $489,406 Priority 8: Unfold Optical Backbone Network Full deployment will unfold the optical backbone supporting the Tri-Valley ITS network by providing optical ring integration of centers to achieve fault tolerance. The opinion of probable cost assumes that the link will be along the extension of Dublin Boulevard from' Fallon Road to North Canyons. Parkway, and that conduit will be placed as part of roadway construction. OPINION OF PROBABLE COST $35,000 The total deployment cost for full deployment is $20,904:406, including $1,900,000 for construction mobilization. Figure 1i provides a graphic cost allocation overview. It is realized that this estimated cost exceeds the budget available for construction. The next section discusses recommended deployment within the Phase 1/2 budget plus budget requirements for future phases. 23' Coord. Livermore $64,000 Modern ITS Network $970,000 ... $770,000: .:"i Construction Mobilization $1,900,000 Priodty Corridor Path finding Real Time Signal Management Transit Priority Modem iTS Network $666,000 Deployment Benefit Ranking r~a 2 I I 5 Figure 11 Overview of Probable Cost Allocations :~g;,,2,~ ;,.:~,. ~2,:~7~'7'~,~. ............:.I .......................... ...........7: '"l'/'': ' :':: ""'!:": 1-580 SMART CORRiDOr DEPLOYMENT PLAN EXECUTIVE SUMMARY Phase .i and PhaS:e 2 Deployment · The funding scenado for Phases i and is as follows: .Phase I Funding Phase 2 Funding Total Less 'Project Administration Less Consultant 'Fee Pro~urement & Construction Budget 2 of' the project $3,390 K ,$'525.K : $3,915 K $ 60 K $1 ~i41 K $2,714 K The.~deployment of the TOCs for Pleasanton., Dublin and Livermore are Considered the highest priority, followed by new field equipment on priority corridors, and fiber infrastructure to support priority corridors and interconnect the TOCs. The opinion of probable' construction cost for these deployments is as follows: ATMS Systems -Three Centers: $1,500 K field Environment: $ 745 K Fiber Infrastructure: · $ 560 K $2,805 K Overall Deployment Plan Any funding. shortfall will be solved dudng the: design phase. ' The. 'following table .sUmmarizes the deployment plan based on. the Phase, I and 2 budget and overall architecture deployment. As indicated, $5.5 million should'be budgeted .to c,0mplete.functional deployment capability for near-term future .phases. Figure 12 presents the deployment plan schedule for Phases 1 './2 and'3. Note' that the actual schedule for Phase 3 may vary based on when funding. becomes available.' Figures 13 and 14 present high-level. graphical representations of the Phase 1 and 2 deployment plan. .- Deployment Operational Capability Advanced Arterial Traffic Operations System Priority Corridor Controller U_,,Uggrades Fiber Optic Communica~ons on Pfiodty Corridors {o TOC Transit Priority on Designated Route per Transit Plan CCTV on Pdodty Corridors Video Detection on Priority Corridors Pathfinder Signs on PriOrity CorridOrs Center-to-Center Fiber 'Network Intemonnect Emergency Coordination Ramp Metering Traveler Safety All Traffic Controllers Upgraded in Cities Fiber Opec Communications to All Controllers Castro Valley ITS Subsystem Tri-Valley Traveler Information Variable Message Signs ATIS · U'nto]ded Fiber Optics Communications Backbon~ Real Time Interconnect of Valley Network with Caltrans D- 4 TOS Rcadway Weather Information - Wet Pavement Pleasanton .Phase t and 2 Phase 1,2&3 Phase 1,2&3 Phase 1 and2 Phase 1,2&3 Phase 1,2&3 Phase 3 Phase 1 and2 Phase 3 Phase 3 Phase3 Phase 3 Phase of Deployment Dublin Livermore Phase Phase 1 and 2 1 and 2 Phase Phase · 1,2&3 1,2&3 Phase Phase 1,2&3 1,2&3 N/A N/A Phase Phase 1,2&3 1,2.&3 .Phase Phase 1,2&3 1,2&3 Phase 3 Phase 3 Phase Phase land2 land2 Phase 3 Phase 3 Phase 3 - Phase 3 Phase 3 N/A Phase 3 Phase 3 Phase 3 Phase 3 N/A N/A Phase Phase 1 and 2 1 and 2 Phase 3 Phase 3 ' N/A Phase 3 Phase 3 with Phase 3 with BART Fiber BART Fiber on Frame on Frame Relay Service Relay Sewice Phase 3 Phase 3 Phase 3 . WA Phase 1 and2 Phase 3 Phase 3 Phase 3 With BART Fiber on Frame Relay Service Phase 3 Castro Valley N/A' Phase 3 . Phase 3 N/A Phase 3 Phase 3 N/A Phase 3 Phase 3 Phase 3 WA In Process, under separate funding N/A Phase 3 . Phase 3 Phase 3 N/A Phase 3 with BART Flier on Frame Relay Service Phase 3 Total PhaSe 1/2 Funding 1,500,000 745,015 559,590 Part of Priority Corddot · Controller Upgrade. Part of Priority Corridor Upgrade Part of Pdor'mj Corridor Upgrade 50% of Need ' Not Deployed Part of Phase 1/2 Fiber Optic Communications Not Deptoyed This Phase Not Deployed This Phase Not Deployed This Phase WA , WA Not Deployed~his Phase See ATMS Not Deployed This Phase Phase 3 Funding $ 742,587 " 877,455 TBD 88,,580 (Add 10 Cameras) Pad of Pri0dty Corridor 253,000 Not Needed 212,670 1,200,000 274,880 303,888 557,450 489,406 See ATMS 360,000 (Arterial Type 6 Each) 35,000 30,000 25,000 5.45 Million i ! i i ! 'i i i .i i i i i -. '1 TOCFadlilies Prel:~ed Phase 1/2 Comtn~m FYnase 1/2 Phase3Fudng Phase3~m · .Premre ea'nTi~ng Phase3 Figure 12,Deployment Plan Schedule D~ mi: TFtAViNFO ~,~ ' 'o~ CALTRANS:~,:~,~ ' ~ aSaH~ j' ~' ' ~ ~ '~:~' ~ , ~ ln~t ATIS "" .......'~':"~:~: D~~ ~ ' T~lley ' ~j~: ...... { _ ..f , ,~ - ' ~ / · , 2 ~' Field Device ' · ~ ~ ~ Cit~o~i~ermore Field D 'Clt;'8 $200,000 ~ $278,000 . , Prio~ Corridor ' ~ Note: ~sumes 90% usable conduit ir n Modern ITS Ne~ork- , - , Figure 13 Phase 1 and 2. Deployment . .. Paffifinding Real Time Signal ·Management Transit Pdo~ty ~ DUBLIN 'o cl DUBLIN BL i/x I VALLEY AV · GLEASON DR ~ Future Phase Connection DuBu. BL Z~_t2 Uvermore TOC ':' H:_,, __ (future) -,,,_ 1-580 (Mum} ~ ~.' , VALLEYAV STANLEY LEGEND 'Fiber Optic Network for Center,to-Center C0mmu;~ic<~dons Smart Artsdale with modern, NTCIP - Compliant Signel Cqntrollem; CC1V Cameras; and Video Detection Sensam Advanced Traffic Management Systems In Upgraded Traffic Operations Centers 1-580 .Smart Corddor DEPLOYMENT PLAN BI~RNAL AV J~=ccs · · ad= r.,rr..o. ,-. eATEl VINEYARD AV PLEASANTON VINEYARD AV ~, Notto Scale Figure 14 PLEASANTON' AND DUBLIN PHASE I & 2 DEPLOYMENT LEGEND Fiber Opti; Network for Center-to-Center Cornmunlcatione Smart Artefiale with modern, NTClP - Compliant SIgnal Controllers; CCIV Comems; ond VIdeo Detection Sensors Advanced Troffic Management System In Upgraded Troffic (} Opemtlone Centera .JACK LONDON BL ~ Ud CONCANNON,BL' '1-580 Smart Corridor DEPLOYMENT PLAN 1-580 I_AS POSITAS RD · PORTOLA AV MAINTE CEY~ LIVERMORE 'I~EeLA RD N Figure t4 (cont.) LIVERMORE PHASE. 1 & 2 DEPLOYMENT·