HomeMy WebLinkAboutItem 7.1 - 2443 Traffic OperationsSTAFF REPORT
CITY COUNCIL
DATE: February 19, 2019
TO: Honorable Mayor and City Councilmembers
FROM: Christopher L. Foss, City Manager
SUBJECT: Update on Traffic Operations
Prepared by: Obaid Khan, Transportation and Operations Manager
EXECUTIVE SUMMARY:
The City Council will receive a staff report on traffic operations in the City. Staff will
present the current traffic conditions and discuss the planning on enhancing traffic
circulation in the City.
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Receive the staff report and provide input, if any, on traffic operations in the City.
FINANCIAL IMPACT:
None.
DESCRIPTION:
At the December 20, 2016, City Council meeting, Staff presented a report on the traffic
flow and operations along major corridors in the City (Attachment 1). At the December
19, 2017, City Council meeting, City Council approved a traffic signal data access
agreement with Traffic Technology Services, Inc. (TTS), which allows TTS to have
access to traffic signal data, which is transmitted to vehicle computers to predict and
alert drivers about traffic conditions (Attachment 2). The agreement also provided for
the City to receive hardware and software, at no cost, that enhances traffic monitoring
and operations. This report describes current traffic conditions and volumes, planned
capacity versus available capacity along key corridors, and the on -going planning and
engineering efforts to enhance traffic operations through newer technologies.
Planned Versus Available Capacity
As the land use planning has continued to be implemented, transportation infrastructure
has been upgraded to meet the demand. In some instances, the transportation
infrastructure was constructed well in advance of the development of adjacent land
uses. This primarily occurred in the eastern part of the City and was mostly due to
needing to provide access to property for development. In these instances, capacity of
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constructed streets was above the actual demand at the time, but the capacity was in
line with what was planned for new land uses in the future. This allowed new residents
and businesses to experience much higher initial traffic capacities prior to the planned
development completion.
Staff reviewed the General Plan planned street capacity using current Highway
Capacity Manual's (HCM) procedures. Based on this review, Staff found that the
planned capacity for major streets is above the current traffic demand. As shown in
Attachment 3, the planned capacity ranges from 8% to 80% above the current observed
demand.
Attachment 4 shows the remaining planned housing stock to be built in reference to the
current General Plan ultimate residential buildout units. The attachment also shows the
number of residential units that were anticipated by the 1998 General Plan. Note that
commercial land use data was not included in this report due to variability allowed in the
General Plan for commercial land use development.
The City of Dublin uses a Citywide Traffic Model to evaluate future capacity needs when
a development project is considered for approval. This model is used for projects that
are required to complete a transportation impact analysis in accordance with California
Environmental Quality Act (CEQA) requirements. The Citywide Traffic Model is based
on the Alameda Countywide Traffic Model that is maintained by the Alameda County
Transportation Commission (Alameda CTC).
The Citywide Traffic Model contains all current and planned land uses as well as the
current and planned transportation infrastructure. When a development is proposed,
Staff evaluates the impacts of the proposed land use change project on the current and
future transportation infrastructure. Impacts to the transportation infrastructure are
mitigated using the model analysis and those mitigations are then required to be
implemented by the project. Alameda CTC has recently updated the Countywide Traffic
Model and City staff is working on updating the Citywide Traffic Model to align with the
updated Countywide Traffic Model. It is anticipated that this update will be complete in
Fiscal Year 2019-2020.
Adaptive Traffic Signal System for Signal Synchronization
Adaptive traffic signal system is the most advanced strategy to synchronize traffic
signals, but it requires additional field equipment and a faster communication network.
This type of signal synchronization uses real time traffic and traffic signal data fand
selects the most appropriate signal timings within a preestablished range of signal
timing parameters. By more efficiently allocating signal timing to traffic demand, the
system helps to increase roadway capacity without physically widening a street. It also
increases safety by reducing overall congestion along a street.
The City and the Livermore Valley Transit Authority (LAVTA) jointly received a Federal
grant in the amount of $1.7 million for the implementation of transit improvements and
Adaptive Signal synchronization in the City. In 2017, Staff implemented the adaptive
traffic signal system on Dublin Boulevard between Hacienda Drive and San Ramon
Road. Staff is now working towards expanding this system along other major streets.
The priority streets for this implementation include; Dublin Boulevard, between
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Hacienda Drive and Tassajara Road, and Dougherty Road, from Dublin Blvd to the
northern City limit. Other streets that are planned in the future for this improvement
include: Hacienda Drive, from Martinelli Way to Gleason Drive; Tassajara Road, from
Corporate Way to Fallon Road; and Fallon Road, from Fallon Gateway to Antone Way.
Future installation on San Ramon Road is currently not envisioned due to the longer
spacing of signals on San Ramon Road, which minimizes the effectiveness of the
system.
Communication Infrastructure Planning
The City of Dublin is continuing to enhance its traffic signal communications and the
Traffic Operations Center (TOC), which is the backbone hardware and software for
running advanced transportation management strategies like Adaptive Signal
synchronization. Planned improvements include two key features: 1) replacement of
copper wires with fiber optic cable, to improve bandwidth and communication
performance; and 2) connecting other intersections to the TOC through the installation
of new of fiber optic cables.
At the December 20, 2016 City Council Meeting (Attachment 1) staff presented the
City's traffic communication system plan. Since then staff has made further
improvements to the system as shown in Attachment 5. Staff is currently pursuing
enhancing the communication system by replacing the copper communication wires
with fiber optic cable on Dublin Boulevard, between City Hall and San Ramon Road.
Connected and Autonomous Vehicles and New Technologies
Staff monitors new technological advancements and selectively implements various
newer technologies that can help the City reduce congestion and enhance traffic safety.
Through this effort, Staff also coordinates at the local and regional level to plan and
program the City's infrastructure.
As part of these efforts, the City Council on December 19, 2017, approved an
agreement (Attachment 2) with Traffic Technologies Services, Inc. (TTS) to receive real
time signal data. TTS uses this data to enhance safety of vehicles by uploading the real
time signal timing data to vehicle on board computers, thus enabling vehicles to more
safely navigate traffic signals in the City of Dublin.
Additionally, Staff is continuing to work with LAVTA to implement a pilot testing project
using Shared Autonomous Vehicles (SAV) to connect the Dublin/Pleasanton BART
station to businesses in the proximity. The testing is planned to begin in the spring of
2019. As part of this testing work, the City will test the interaction of autonomous
vehicles with signals by using Dedicated Short -Range Communication (DSRC) radio
technology. DSRC radios will also be tested to evaluate the advance warnings and
signal timing communication with LAVTA buses.
CONCLUSION:
As the City's General Plan continues to be implemented, there will be changes to traffic
conditions in the City. Staff's review of street capacities indicates that there is adequate
capacity on major streets. To enhance street capacities, without widening streets, the
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City has deployed newer technologies on Dublin Boulevard and is working to expand
deployment along other major streets. The City is also enhancing the traffic signal
communications infrastructure by replacing aging copper wires with fiber optic cables
and by installing new fiber optic cables at other signals to expand the traffic signal
network capabilities to all major streets.
STRATEGIC PLAN INITIATIVE:
• Strategy 3 - Pursue efforts to help strengthen City's infrastructure and
technology.
o B) Continue to embrace technology to improve traffic, street and
engineering infrastructure.
NOTICING REQUIREMENTS/PUBLIC OUTREACH:
None.
ATTACHMENTS:
1. December 20, 2016 City Council Staff Report
2. December 19, 2017 City Council Staff Report
3. General Plan - Planned Capacity vs. Current Traffic Demand on Dublin Streets
4. General Plan - Planned Residential Units
5. Dublin Citywide Signal Communications Map
hris Foss, City Manager 2l1112019
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STAFF REPORT
CITY COUNCIL
DATE: December 20, 2016
TO: Honorable Mayor and City Councilmembers
FROM: Christopher L. Foss, City Manager
SUBJECT: Traffic Operations Along Major Corridors
Prepared by: Obaid Khan, Transportation and Operations Manager
EXECUTIVE SUMMARY:
On August 16, 2016, the City Council asked staff to prepare a report on the City's
existing and future traffic flow conditions and the Level of Service parameters at
signalized intersections. This report also discusses the traffic signal synchronization and
other traffic management approaches to minimize traffic congestion.
STAFF RECOMMENDATION:
Staff recommends that the City Council receive the staff report and provide input, if any,
on traffic operations in the City.
FINANCIAL IMPACT:
None
DESCRIPTION:
On August 16, 2016, the City Council requested that Staff provide a report on the traffic
flow conditions in the City including the Level of Service (LOS) at signalized
intersections. Staff was also asked to provide a discussion on the future traffic
conditions considering the full build out of the General Plan. In discussing the LOS and
other traffic flow parameters, Staff has also provided information on various traffic
management approaches that allow the improvement in traffic flow without the need of
widening streets for additional travel lanes. These approaches include Traffic Signal
Synchronization and Travel Demand Management.
Information provided in this report is mostly from traffic impact studies that are
conducted as part of an environmental analysis related to California Environmental
Quality Act (CEQA) standards. The CEQA requires that a lead agency (in our case, the
City of Dublin) must conduct a traffic impact analysis due to a project if the impacts to
the environment are considered "Significant" and the traffic analysis could provide the
needed mitigations to mitigate the impacts. The City also conducts traffic studies that
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are required to address a specific concern. These studies are usually focused in nature
are designed to answer a specific question. An example of such a type of study includes
a pedestrian safety review at a crosswalk to address pedestrian safety or analysis of a
roadway segment for speeding concerns.
Level of Service (LOS)
Level of Service (LOS) of a traffic signal or a transportation facility is defined by the
Highway Capacity Manual, which is published by the U.S. Transportation Research
Board. LOS is used by cities throughout the country as a way to measure traffic flow.
LOS is defined as a quantitative measure of service quality as perceived by the user of
a transportation facility. It is divided into six levels from A to F with A being the "best
operating conditions" with no impediments to the traffic flow and F representing the
congested condition. LOS is used to translate complex numerical performance results
into a simple A to F representative of travelers' perception of the quality of service
provided by a facility. Table 1 provides a brief description of LOS levels for signalized
intersections. Delay in this table represents the average delay experienced by all
motorists at a signalized intersection. It should be noted that the delay increases with
the increase in traffic. So as the traffic increases, more motorists attempt to enter and
exit the intersection requiring additional time to be allocated to the signal which in turns
increases the overall delay for all motorists.
Table 1 - LOS Description
Level of
Description
Delay in
Service
Seconds
A
Progression is extremely favorable and most vehicles arrive during the
< 10.0
green phase. Most vehicles do not stop at all.
B
Progression is good, cycle lengths are short, or both. More vehicles
> 10.0 to 20.0
stop than with LOS A, causing higher levels of average delay.
C
Some congestion may be noticeable. Individual vehicles may miss the
> 20.0 to 35.0
green cycle, though many still pass through the intersection without
stopping.
D
The influence of congestion becomes more noticeable. Longer delays
> 35.0 to 55.0
may result from some combination of unfavorable progression, long
cycle lengths, or high volume to capacity (V/C) ratios. Many vehicles
stop, and the proportion of vehicles not stopping declines.
E
This level is considered by many agencies to be the limit of acceptable
> 55.0 to 80.0
delay. These high delay values generally indicate poor progression, long
cycle lengths, and high V/C ratios. Individual cycle failures are frequent
occurrences.
F
This level is considered unacceptable with oversaturation, which is when
> 80.0
arrival flow rates exceed the capacity of the intersection. This level may
also occur at high V/C ratios below 1.0 with many individual cycle failures.
The City uses LOS D outside the Downtown area as the target condition during peak
congestion periods for our signalized intersections and strives to maintain it through
Traffic Impact Fees (except for the Downtown area), project specific mitigations, and
Capital Improvement Program.
Page 2 of 8
Traffic Sianal Svnchronization
Traffic delays along a street can be minimized through efficient operation of traffic
signals. It allows the traffic to move from one signal to another in a platoon, and
attempts to provide a green light to the platoon as it traverses from one signal to the
next, thus minimizing the delay for traffic as it moves along the corridor. There are
several items to consider in implementing traffic signal synchronization along a corridor.
Partially and Fully Actuated Traffic Signals
In order for a signal to be able to respond to waiting vehicle at an approach, it must be
able to detect the vehicle. This detection of vehicle could be accomplished by Inductive
Loops embedded in the pavement, through video cameras, radar, or heat sensing
devices. The City uses the inductive loops except for signals along Dougherty Road,
which will be fitted with video cameras after the completion of the current roadway
widening project. All of the City's traffic signals are able to detect waiting vehicles at an
approach. Once a vehicle is detected, it must be able to "actuate" actions that allow the
light to change to give the waiting vehicles a green light. A partial actuation refers to a
signal that has main road that is actuated but not the side streets. Fully actuated signals
are essential to implementing signal synchronization.
Ability to Communicate with the Signals
Direct communication link with traffic signals is critical in operating synchronized
signals. It allows the City's Traffic Operation Center (TOC) to communicate with signals
in the field on allotting appropriate amount of time for various movements at different
times of the day. Currently there are approximately 50% of the traffic signals in the City
that are able to communicate with the TOC. Most of these signals are along major travel
corridors. To access all traffic signals, additional or upgraded communication linkage
will be needed to all traffic signals. Attachment 1 shows the current signal
communication network in the City.
Pedestrian and Bicycle Accommodation
Any signal synchronization must take into account the amount of the State mandated
time for crossing of pedestrians and bicyclists. The current State law requires providing
adequate street crossing time at signalized intersections for pedestrians walking speed
of 3.5 feet per second. This walking speed was recently decreased from 4.0 feet per
second, and the City adjusted all traffic signals in 2014/15 to meet this requirement.
Pedestrian times are usually the controlling factor in how much green time can be
allotted to each street approach to the signal. As the width of an approach (governed by
the number of lanes) increases so does the crossing time for pedestrians and bicyclists.
This issue becomes significant for intersections like Dublin Boulevard and Dougherty
Road and Dublin Boulevard and Tassajara Road, where the amount of time required for
pedestrian crossing takes away significant amount of time from signal synchronization
for vehicles.
Furthermore, in 2012 the City Council adopted a Complete Streets Policy which
requires the City to accommodate all modes of transportation for all users of all ages in
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all transportation projects. This policy requires that Staff must balance the need of
moving cars with the need for access and circulation of pedestrians, bicycles, and
transit. Therefore it is a balancing act between meeting the State and the City mandated
requirements, and the provision of a good signal synchronization.
Types of Signal Synchronizations
Time of Day (TOD) Signal Synchronization
This type of signal synchronization allows signals to employ a Time of Day (TOD)
scheme based on historical data. Usually this type of synchronization needs to be
updated every three to five years depending on changes to traffic volumes. Currently
the City has implemented TOD synchronization along Dublin Boulevard between
Tassajara Road and San Ramon Road, Hacienda Drive between the 1-580 freeway
Ramps and Gleason Drive, and Tassajara Road between the 1-580 freeway ramps and
North Dublin Ranch Drive.
TOD signal synchronization is ideal for a somewhat stable condition where a corridor
experiences limited variations in traffic during peak times. It provides good progression
of traffic during the peak time but may have some longer waiting times for side streets
near the beginning and ending times (shoulders) of the peak. When Staff implemented
the TOD synchronization along Hacienda Drive and Tassajara Road, some residents
complained about longer wait times in early morning hours. Staff was able to modify the
TOD synchronization to address these concerns by reducing or eliminating the TOD
synchronization at few intersections along these corridors.
Responsive and Adaptive Signal Synchronization:
Responsive and Adaptive signal synchronization are the most advanced approaches
which require additional field equipment and faster communication network. These
types of signal synchronization use real time data from the field and the traffic signal in
the field selects the most appropriate timings within the pre -assigned range of signal
timing parameters.
The City and LAVTA jointly received a Federal grant in the amount of $1.7 million for the
implementation of transit improvements and Adaptive Signal synchronization in the City.
Staff is currently working with LAVTA on implementing this type of synchronization
along Dublin Boulevard between Hacienda Drive and San Ramon Road. It is anticipated
that this signal synchronization project will be complete by the Spring of 2017.
Current and Future Status of Traffic Sianal LOS in the Ci
The most recent analysis for various signalized intersections was prepared in February
2016 as part of the Kaiser Hospital Draft EIR. Table 2 shows the current and cumulative
conditions of traffic signals along major corridors. The cumulative conditions represent
the full build out of the City by 2040 along with a complete build out of the proposed
Kaiser site.
As reflected in Table 2, many of the intersections in the City remain at or above LOS D.
Some intersections that exhibit lower LOS are those intersections that either have
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physical limitations to street widening due to no available Right of Way or are not
recommended to be widened due to the City policies mentioned earlier. It is also
important to note that the intersections shown in Tables 2 represent the most congested
intersections in the City where the Kaiser Project related impacts were expected.
Page 5 of 8
Table 2 - Existinq (2015) and Cumulative (2040) Conditions
Cumulative
Existing
2040
Conditions
Conditions
Peak
Delayz,'
Delay2°'
No.
Intersection
Control'
Hour
(Sec)
LOSS
(Sec)
L
1
Amador Plaza Road/Dublin
Signal
AM
39
D
38
Boulevard
PM
49
D
108
2
Village Parkway/Dublin Boulevard
Signal
AM
PM
31
40
C
D
43
>120
3
Amador Plaza Road/1-680
Signal
AM
9
A
25
Southbound Ramps
PM
11
B
22
4
Village Parkway/1-680 Northbound
Unsignalized
AM
1 (5)
A (A)
1 (6)
A
On Ramp
PM
1 (3)
A (A)
1 (4)
A
5
Dougherty Road/Dublin Boulevard
Signal
AM
PM
40
46
D
D
55
87
6
Scarlett Drive/Dublin Boulevard
Signal
AM
PM
8
9
A
A
51
69
7
Hacienda Drive/Dublin Boulevard
Signal
AM
PM
41
41
D
D
38
90
8
Hacienda Drive/1-580 Westbound
Signal
AM
6
A
8
Ramps
PM
6
A
40
D
Page 6 of 8
22 Fallon Road/Dublin Boulevard Signal AM 19 B 49 D
g PM 14 B >120 F
23 Fallon Road/Fallon Gateway Signal AM 5 A 6 A
PM 11 B 27 c
Notes:
1 SSSC = side -street stop controlled intersection; Signal = signalized intersection.
2 Average intersection delay calculated for signalized intersections using the 2000 HCM method.
3 For SSSC intersections, average delay or LOS is listed first, followed by the delay or LOS for the
worst approach in parentheses.
Source: Fehr & Peers, 2015.
Travel Demand Management (TDM)
Travel Demand Management (TDM) refers to project and programs that are
implemented as part of the new development to reduce the expected traffic demand
from the project. This approach has additional benefits for air quality and health as the
TDM encourages people to use modes of transportation (walking, biking, transit) other
than driving. Staff has implemented the TDM for the recently completed Persimmon
Place project and the Kaiser Project has a target to reduce traffic demand by 5%
through a TDM program. The TDM program for Kaiser project include items such as
shuttle service between the project and the Dublin/Pleasanton BART station, public
transit subsidies, employer- sponsored carpooling and ride- matching programs,
preferential carpool parking, guaranteed ride home, on- site car share program,
scheduling practices to avoid peak- hour travel (flex time, staggered shifts, compressed
work schedules, etc.), end of trip facilities such as lockers, showers, or storage facilities,
and provision of kiosks, website(s), brochures, etc. that provide information about the
TDM program.
Connected/Autonomous Vehicles
Connected/Autonomous vehicle technology is another area that has a significant
potential to reduce congestion by increasing roadway capacity. Since these types of
vehicles could travel at a controlled speed and minimal space (headways) between
cars, they have the potential to accommodate larger number of cars in the given space,
thus providing additional capacity within the existing number of lanes. These
technologies are moving forward at a fast pace and Staff is coordinating at the local and
regional level to plan and program the needed infrastructure. The City is currently
working with Livermore Amador Valley Transit Authority (LAVTA) to implement a pilot
project using autonomous vehicles to connect Eastern Dublin BART station to
businesses in the proximity.
In conclusion, as the City's General Plan continues to be implemented, there will be
changes to traffic in the City. Some of these changes will be addressed through
improvements to the transportation infrastructure through local and regional funds.
However, some intersections may exhibit reduced level of service during AM and/or PM
peak periods. These reduced service levels are not able to be mitigated due to limited
right of way, City policies and/or State mandates.
Staff will continue to address these impacted locations through enhanced signal timing
and technology, as well as reducing the traffic demand through TDM programs. The
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City has implemented or planning to implement wired communication to all traffic
signals which will facilitate the implementation of newer technologies like Adaptive
Signal Synchronization and Connected/Autonomous vehicles.
NOTICING REQUIREMENTS/PUBLIC OUTREACH:
None Required
ATTACHMENTS:
1. City of Dublin Traffic Signal Communication map
kris Foss, City Manager 1216/2016
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STAFF REPORT
CITY COUNCIL
DATE: December 19, 2017
TO: Honorable Mayor and City Councilmembers
FROM: Christopher L. Foss, City Manager
SUBJECT: Traffic Signal Data Access Agreement
Prepared by: Obaid Khan, Transportation and Operations Manager
EXECUTIVE SUMMARY:
The City Council will consider approving a Traffic Signal Data Access Agreement with
Traffic Technologies Services, Inc. The Agreement will allow the transmittal of real-time
traffic signal data to various car manufacturers for use in safer operation of vehicles
along City streets.
STAFF RECOMMENDATION:
Adopt Resolution Approving a Traffic Signal Data Access Agreement with Traffic
Technology Services, Inc.
FINANCIAL IMPACT:
None. The City will acquire software at no cost to the City for better monitoring of traffic
operations and sharing of traffic signal data for "Vehicle to Infrastructure" connected
vehicle technologies.
114*91NI2111101M
Connectivity of vehicles to transportation infrastructure is becoming an important factor
in the deployment of the next generation of automobiles. One of the ways to achieve
such connectivity is through acquiring real-time traffic signal data via the web from
centralized traffic management systems on a real-time basis.
Once these data are shared with automobile manufacturers, it could be transmitted to
the vehicle computers to predict and alert drivers about various actions of traffic signals
along a street. This in turn enhances safety and operations along a street because
motorists will have additional information to respond to in addition to the traffic signal
indications they see visually. In addition, the City will acquire computer software and
hardware at no cost to the City that will enhance Staff's ability to monitor traffic
operations.
Page 1 of 2
Traffic Technologies Services, Inc. is one of the leading companies in acquiring and
transmitting traffic signal data to car manufacturers. Staff has reviewed their existing
data sharing products that are installed at signals of other jurisdictions in the Bay Area,
and has found them to be appropriate for the proposed application. The City of Dublin
has made a significant investment in developing a robust traffic management system
and will be able to incorporate this additional product without impacts to the on -going
operations.
NOTICING REQUIREMENTS/PUBLIC OUTREACH:
None.
ATTACHMENTS:
1. Resolution Approving a Traffic Signal Data Access Ageement with Traffic
Technology Services, Inc.
2. Exhibit A to the Resolution - Traffic Signal Data Access Agreement
kris Foss, City Manager 12/11/2017
Page 2 of 2
RESOLUTION NO. - 17
A RESOLUTION OF THE CITY COUNCIL
OF THE CITY OF DUBLIN
APPROVING A TRAFFIC SIGNAL DATA ACCESS AGREEMENT WITH TRAFFIC
TECHNOLOGY SERVICES, INC.
WHEREAS, City of Dublin (CITY) collects real-time traffic signal data; and
WHEREAS, Traffic Technology Services, Inc. (TTS) is in the business of developing
technologies, strategies, and systems for use in maximizing the efficiency of transportation end
users and thus the overall capacity of existing transportation networks; and
WHEREAS, TTS has a significant business interest to access real time traffic signal data
as the input into its proprietary and patented processes; and
WHEREAS, CITY real time traffic signal data may be made available to TTS at no cost to
Agency; and
WHEREAS, CITY real-time signal data are not confidential, nor identify any
transportation end user specifically in any manner; and
WHEREAS, CITY likes to pursue real-time signal data sharing with TTS to potentially
improve traffic safety along CITY streets; and
WHEREAS, TTS desires permission to obtain access to the real-time traffic signal data
for use in conjunction with its business; and
WHEREAS, CITY desires to use real-time data analysis tools installed by TTS to improve
traffic operations; and
WHEREAS, TTS agrees to provide related inventories and related geographic
information systems (GIS), signal performance metrics, and other formatted data products to
CITY in exchange for access to these real-time traffic signal data.
NOW, THEREFORE, BE IT RESOLVED that the City Council of the City of Dublin does
hereby authorizes the City Manager to execute the Traffic Signal Data Access Agreement
attached hereto as Exhibit A.
PASSED, APPROVED AND ADOPTED this 19t" day of December, 2017, by the following vote:
AYES:
NOES:
ABSENT:
ABSTAIN:
Mayor
ATTEST:
City Clerk
ATTACHMENT:
Exhibit A - Traffic Signal Data Access Agreement
Traffic Signal Data Access Agreement
This is an agreement between the City of Dublin ("Agency") and Traffic Technology Services, Inc. ("TTS").
Both the Agency and TTS are each sometimes referred in the agreement as "Party" and both the Agency
and TTS are sometimes referred in this Agreement together as "Parties".
Whereas, TTS is in the business of developing technologies, strategies, and systems for use in
maximizing the efficiency of transportation end users and thus the overall capacity of existing
transportation networks;
Whereas, Agency collects Real Time Traffic Signal Data and other related data (Agency Data);
Whereas, TTS has a significant business interest to access Real Time Traffic Signal Data as the
input into its proprietary and patented processes;
Whereas, Agency Data may be made available to TTS at no cost to Agency;
Whereas, Agency Data are not confidential, nor identify any transportation end user specifically
in any manner;
Whereas, TTS desires permission to obtain access to the Real Time Traffic Signal Data for use in
conjunction with its business;
Whereas, TTS agrees to provide related inventories and related geographic information systems
(GIS), signal performance metrics, and other formatted data products to Agency in exchange for
access to these Real Time Traffic Signal Data;
Whereas, the Agency agrees to provide TTS with Real Time Traffic Signal Data to TTS subject to
the terms and conditions in this Agreement;
Now therefore, TTS and the Agency agree as follows:
Section 1. Definitions
"Agency Data" means collectively, Real Time Traffic Signal Data, Traffic Signal Timing Plan, and any
other data provided to TTS by Agency under this Agreement.
"Real Time Traffic Signal Data" means signal status and states, demand status and states, and other
information available from the traffic signal controller or Agency's central signal system or Agency's
Advanced Traffic Management System (ATMS).
"Traffic Signal Timing Data" means signal timing plans, as -built intersection design, traffic signal
plans, signal control plans, or other documents that identify the time -of -day plans.
Section 2. Authorized Representatives
Obaid Khan is designated by Agency as an authorized representative (Agency Agent).
Authorization inr I-rS Access to Agency Traffic Signal Data — -- — — 11 P a g e
M1
The Chief Executive Officer, Chief Marketing Officer, or Director of Government Accounts are
designated by TTS as authorized representatives (TTS Agent).
Section 3. Purpose and Scope
TTS desires access to the Real Time Traffic Signal Data, to include signal status and states, demand
status and states, and other information available from traffic signal controller or AIMS. In addition,
TTS desires access to time of day signal timing parameters. TTS will use these data in patented,
proprietary processes to produce data products for use by TTS customers and other interested third
parties.
The intended use of the data is for connected vehicle applications to improve the vehicle
performance or efficiency, improve ride comfort for driver or operator and passengers, provide
information to the driver or operator, monitor driving behaviors, or apply to automated features.
TTS shall limit its customers' applications of the data and derived product for applications that do
not violate local, state, or federal laws, or uses that will not be used in a manner to encourage
undesirable driver behavior for the Agency.
TTS will provide the server, operating system software, and any licensing to Agency on which the
connected vehicle application is installed. Agency will have the right to access and use the software
installed by TTS at Agency for its own applications and use. Agency, however, will not allow access to
Agency Data by use of TTS installed software by any other vendor for commercial use, without the
prior consent of TTS.
Notwithstanding the foregoing, Agency retains the right to allow a commercial vendor to access
Agency Data by use of an agreement similar to this one. This authorization agreement shall not be
interpreted to provide TTS with exclusive access to Agency Data. TTS acknowledges that Agency
makes no warranty or representation as to the quality, accuracy or timeliness of the data or that TTS
will have continuous and unimpaired access to Agency Data, All Agency Data is provided as is, with
all faults and without warranty of any kind, either expressed or implied, including, but not limited to,
the implied warranties of merchantability, non -infringement and fitness for a particular purpose.
TTS shall not use Agency's name or Agency's seal for any marketing or promotional purpose other
than in describing the location covered by its data products. TTS shall not market or promote its
data products as being sponsored, endorsed or funded in any manner by the Agency but may
include attribution to the Agency as the source of the Agency Data."
Agency reserves the right to discontinue the data stream upon seventy-two (72) hours' advance
notice to TTS of its intent to do so.
The data products are not permitted for traffic law enforcement.
Section 4. Access of Traffic Signal Timing Data
Agency hereby grants TTS access to Traffic Signal Timing Data. TTS will work with Agency Agent to
obtain data in the most efficient and non -intrusive manner from Agency, which may include access
to Agency central system or ATMS. TTS will format the data using its API which resides on the
Agency's ATMS and transmit the data to the TTS cloud server through a dedicated datalink. TTS will
be provided with access to this Traffic Signal Timing Data at no cost, except TTS will be responsible
for any costs associated with making the data available.
Authorization for TTS Access to Agency Traffic Signal Data
2)Page
Section 5. Access of Real Time Traffic Signal Data
Agency hereby grants TTS non-exclusive, non -transferable, non-sublicensable, limited, and royalty
free access to obtain and utilize its Real Time Traffic Signal Data during the term of this Agreement.
TTS will format the data using its API which resides on the Agency's ATMS and transmit the data to
the TTS cloud server through a dedicated datalink, TTS will be provided with access to this Real
Time Signal Data at no cost, except TTS will be responsible for any costs associated with making the
data available. TTS will format the data using its API which resides on the Agency's ATMS and
transmit the data to the TTS cloud server through a dedicated datalink. TTS will be responsible for
all vendor costs associated with Agency's ATMS vendor making system modifications to make the
Real Time Signal Data available. TTS shall have the right to use the data as described in Section 3 in
furtherance of its business purposes, subject to the terms of this Agreement. Agency reserves the
right to make available the same data for other parties that request access to Agency Data.
Section 6. Ownership of and Rights to Data
The Agency retains all rights to the raw data, or (teal Time Traffic Signal Data, being provided to TTS.
TTS shall own all rights to any formatted, predictive, or derivative data generated from the raw data
but shall provide attribution to the Agency as appropriate.
Agency Data will be temporarily stored on TTS-owned equipment at a physically -secure commercial
third -party hosting facility within the continental United States.
Section 7. Reporting
TTS shall provide Agency with periodic reports of signal performance metrics, at least quarterly, as
data become available.
Section 8. Indemnification
TTS will indemnify, defend, save, and hold harmless the Agency and its elected officials, employees,
and agents from all claims, including but not limited to claims that arise from or relate to (1) a breach
of TTS' representations and warranties, (ii) any personal injury, death or property damage caused by
any alleged act, omission, error, fault, mistake or negligence of TTS, its employees, agents, or
representatives in connection with or incident to TTS' performance under or related to this
Agreement, and (iii) the infringement of any patent, copyright, trademark, trade secret or other
proprietary right of any third party by TTS' use of the Agency Data provided under this Agreement.
Section 9. Representations and Warranties
Agency makes no warranties concerning the quality or accuracy of the data provided under this
Agreement. Agency does not warrant it will be able to continuously provide the data without
interruption and expressly reserves the right to discontinue the data stream at any time.
Notwithstanding anything to the contrary herein, Agency reserves the right to immediately
discontinue the Agency Data stream without notice and at Agency discretion upon evidence of
tampering or other unauthorized interference with the Agency Data. Except as expressly provided
for herein, Agency makes no other representations or warranties.
Section 10. Limitation of Liability
Nothing in this Agreement excludes or limits either Party's liability for: (a) fraud or fraudulent
misrepresentation; (b) breach of confidentiality; (c) indemnification obligations under Section 8(ii) or
Authorization for TTS Access to Agency Traffic Signal Data
3 1 P a g e
Section 8(iii) above; (d) claims for personal injury, including death, or damage to real property or
tangible personal property arising from the negligence, reckless conduct or intentional acts of a
Party, its officers, employees or agents; or (e) matters that cannot be excluded or limited under
applicable law .
Section 11. Term
Unless terminated earlier in accordance with Section 12, this Agreement will begin on the latest
date of the authorized agent signature (the "Effective Date") and continue for one (1) year (the
"Initial Term"). This Agreement will automatically renew on the anniversary of the Effective Date for
successive one (1) year periods unless either party provides written notice of non -renewal at least
thirty (30) days before the end of the then -current term (collectively, "Renewal Terms"). The
"Tern" will consist of the Initial Term and all Renewal Terms, if any.
Section 12. Termination
In addition to the Agency's right to discontinue the data stream upon seventy-two (72) hour's
advance notice as set forth in Section 3, each Party shall have the right to terminate this Agreement
by providing thirty (30) days' written notice to the other Party, unless identified otherwise in this
Agreement.
Section 13. Data Destruction
Upon termination or expiration of this Agreement, TTS shall destroy all raw data in whatever form
or medium, including all copies thereof. TTS shall destroy the data no later than thirty (30) days
following termination or expiration of this Agreement and shall provide written certification to
Agency of such destruction.
Section 14. Notices
Absent notice to the contrary in writing, all communications to TTS shall be sent to:
Traffic Technology Services, Inc.
Attn: Contracts & Agreements
17933 NW Evergreen Pkwy, Suite 240
Beaverton, OR 97006
or email: suppliers@traffictechserivices.com
Absent notice to the contrary in writing, all communications to the Agency shall be sent to:
City of Dublin Public Works
Attn: Obaid Khan, Transportation and Operations Manager
100 Civic Plaza, Dublin, CA 94568
or at any other address as any Party may, from time to time, designate by notice given in
compliance with this Section.
Authorization for Ti-S Access to Agency Traffic Signal Data
41 Page
Section 15. Assignment
Neither Party shall assign, transfer, subcontract, or delegate all or any part of this Agreement, or any
interest therein, without the other Party's prior written consent, which shall not be unreasonably
withheld.
Section 16. Agreement Binding
This Agreement shall be binding upon the successors of Agency Agent, TTS Agent, TTS, or Agency
and assigns of the Parties hereto.
Section 17. Personal Liability
Nothing in this Agreement may be construed to create any personal liability on the part of any
officer or agent of either Party to this Agreement.
Section 18. Choice of Law
This Agreement shall be governed in all respects by and construed under the laws of the State in
which Agency resides as such laws are applied to agreements between residents of that State
entered into and to be performed entirely within that State.
Section 19. Choice of Forum
The Parties agree to institute any litigation concerning the enforcement or interpretation of the
Agreement in the courts of jurisdiction for the Agency, unless the claim must be brought in a federal
forum, in which case it must be brought and adjudicated exclusively within the United States District
Court for the District of California. TTS hereby consents to the personal jurisdiction of these courts,
waives any objection to venue in these courts, and waives any claim that either of these courts is an
inconvenient forum. In no way may this section or any other term of this Agreement be construed
as a waiver by the Agency of any form of defense or immunity, whether it is sovereign immunity,
governmental immunity, immunity based on the Eleventh Amendment to the Constitution of the
United States, or otherwise, from any Claim or from the jurisdiction of any court.
Section 20. Waiver
Any waiver of any breach of any condition or covenant herein contained to be kept and performed
by either Party shall not be deemed or considered as a continuing waiver, and shall not operate to
bar or prevent the non -breaching Party from declaring a default for any succeeding breach, either of
the same condition or covenant or otherwise.
Section 21. Severability
If any term (or part of a term) of this Agreement is invalid, illegal, or unenforceable, the rest of the
Agreement will remain in effect.
Section 22. Interpretation of the Agreement
The Parties acknowledge that each of the Parties have participated in the drafting of this
Agreement. No Party shall be considered to be the drafter of this Agreement for the purposes of
interpretation.
Authorization for TTS Access to Agency Traffic Signal Data 5 1 P a g e
ME
Section 23. Parties in Interest
Nothing herein shall be construed to be to the benefit of any third party, nor is it Intended that any
provision shall be for the benefit of any third party.
Section 24. Force Majeure
Neither Party will be liable for failure or delay in performance to the extent caused by circumstances
beyond reasonable control.
Section 25, Entire Agreement
This Agreement constitutes the entire agreement between the Parties. This Agreement supersedes
all proposals and oral and written agreements between the Parties on this subject. No
modifications, alterations, changes, or waiver to this Agreement or any of its terms shall be valid or
binding unless accomplished by a written amendment signed by both Parties,
IN WITNESS OF THIS, the Parties hereby execute this Agreement through their authorized
representatives.
AGENCY-- City of Dublin TTS
Authorized Signature Date
Christopher L. Foss
Printed Name
City Manager
Title
Reviewed By;
City Attorney
r -
j`
authorized �iriature bate
Steve Mager
Printed Name
Director of Government Accounts
Title
Date
City Clerk Date
DUBLIN BLVD- SAN RAMON RD TO AMADOR PLAZA RD
DUBLIN BLVD- DUBLIN CT TO DOUGHERTY RD
DUBLIN BLVD- HACIENDA DR TO TASSAJARA RD
DUBLIN BLVD-TASSAJARA RD TO FALLON RD
SAN RAMON RD - ALCOSTA BLVD TO VOMAC RD
N RAMON RD- AMADOR VALLEY BLVD TO DUBLIN BLVD
SAN RAMON RD- DUBLIN BLVD TO I-580
DOUGHERTY RD - FALL CREEK TO SCARLETT DR
DOUGHERTY RD - DUBLIN BLVD TO SCARLETT DR
DOUGHERTY RD - DUBLIN BLVD TO I-580
HACIENDA DR - DUBLIN BLVD TO I-580
HACIENDA DR - DUBLIN BLVD TO CENTRAL PKWY
TASSAJARA RD - DUBLIN BLVD TO I-580
TASSAJARA RD - GLEASON RD TO DUBLIN BLVD
TASSAJARA RD - GLEASON RD TO FALLON RD
TASSAJARA RD - FALLON RD TO NORTH CITY LIMIT
FALLON RD-DUBLIN BLVD TOI-580
FALLON RD - CENTRAL TO GLEASON RD
FALLON RD - TASSAJARA RD TO GLEASON RD
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C A L I F 0 R N I A
Updated 8/15/18