3. Existing Corridor Scope and Operational Characteristics
3.1 Corridor Boundaries and Networks
The San Francisco Bay Area is the fifth most populated metropolitan area in the United States, and the I-880 corridor is centrally located within the region. The I-880 corridor starts from the connector of freeways I-880, I-80 and I-580 and ends at SR237. A number of parallel arterial highways, including Highway 185 (International Blvd./E14 blvd. Fremont Blvd) and San Leandro St., are part of the I-880 ICM corridor. I-880 ICM corridor provides connectivity between densely populated residential areas and many major commercial and industrial centers. The corridor also plays a key role in freight and goods movement, directly serving the Port of Oakland, the fourth busiest port in the United States. Thus, the efficient operation of I-880 is of critical economic importance to the region the state, and the entire nation. The I-880 corridor is truly a multi-modal, multi-use urban freeway corridor.
3.1.1 I-880 Freeway
As one of the main arteries of the freeway system in the Bay Area, I-880 consists of 45 miles of freeway connecting Silicon Valley with the East Bay. Major interchanges in the corridor include junctions at SR-112 (Davis Street in San Leandro), I-238 (connecting I-880 in San Leandro to I-580), SR-92 (from Hayward, west to the San Mateo-Hayward Bridge), SR-84 (from Fremont, west to the Dumbarton Bridge), and SR-262 (Mission Blvd. in Fremont, east to I-680).
I-880 serves the Port of Oakland, Oakland International Airport, and the Oakland Intermodal Gateway Terminal (the Joint Intermodal Terminal), the Oakland Coliseum, as well as a major concentration of industrial and warehouse land uses. I-880 serves as both an access route for major inter-regional and international shippers and a primary intraregional goods-movement corridor.
The I-880 ICM team has selected the segment of the I-880 corridor between the cities of Oakland and Fremont in Alameda County, with the I-580/I-80 interchange as the northern boundary and SR-237 as the southern boundary (a distance of about 38 miles and 250+ lane miles). This is a logical segment for the Integrated Corridor Management project as it matches the existing institutional agreements in place for the corridor management plan. In addition, the necessary infrastructure is already in place to support the integrated corridor management functionality, without major additional investments.
FIGURE 3.1a CORRIDOR MAP Larger View - use back button to return.
FIGURE 3.1b CORRIDOR CALL BOX MAP Larger View - use back button to return.
3.1.2 Arterial Highways
There are a number of major north-south arterials along the entire project corridor on both sides parallel to I-880, with connecting arterials to the freeway segment. On the east side of the I-880 corridor, Mission Blvd (SR-238) and E.14th Street/International Blvd (SR-185) forms a continuous corridor from the southern limit of the project corridor to the northern limit.
On the west side of the I-880 corridor, the major north-south parallel arterials form a continuous segment from the southern limit of the project corridor, starting at the Ardenwood Blvd, Union City Boulevard and Hesperian Blvd, crossing I-880 in San Leandro and joining the E. 14th Street. On the east side of the I-880 corridor, Doolittle Drive (SR-61) serves the Port of Oakland and Oakland Airport and is connected to the I-880 corridor via Davis Street (SR-112), 98th Avenue and Hegenberger Road.
These major arterials link to a number of other key arterials that connect to the I-880 freeway. These connections include:
- 29th Avenue (Oakland)
- 42nd Avenue (SR-77) (Oakland)
- Hegenberger Road (Oakland)
- 98th Avenue (Oakland)
- Davis Street (SR-112) (San Leandro)
- West A Street (Hayward)
- West Winton Avenue (Hayward)
- Tennyson Road (Hayward)
- Industrial Parkway (Hayward)
- Alvarado Niles Road (Union City)
- Alvarado Blvd (Union City)
- Paseo Padre (Fremont)
- Fremont Blvd. (Fremont)
Within downtown Oakland, the major arterials include 14th Street, Broadway and Grand Avenue, where it joins the I-880 corridor at the northern limits of the project corridor.
Major portions of these arterial networks are currently included in the East Bay SMART Corridors program. The East Bay SMART Corridors program includes East 14th/International Boulevard, East 14th Street, San Leandro Boulevard/Street, Hesperian Boulevard, and Union City Boulevard; this arterial corridor is approximately 18 miles long and parallels I-880 from downtown Oakland to Union City.
3.1.3 AC Transit Bus Routes
AC Transit operates a number of Regional Express Bus routes and dozens of local bus lines in the proximity of the I-880 corridor. This includes Route 82/82L, a key high-ridership trunk line along the I-880. This route operates 24 hours a day from the Hayward BART station (Bay Fair BART for 82L) to downtown Oakland via E.14th Street and International Boulevard. Figure 3.2 is the AC Transit route map for most of the East Bay, which includes Route 82/82L. Regional Express Bus lines using I-880 include Line S (South Hayward to San Francisco), Line SA (San Lorenzo to San Francisco), Line SB (Newark to San Francisco), Line OX (Harbor Bay / Alameda to San Francisco), Line O (Alameda to San Francisco), and Line W (West Alameda to San Francisco). The following table is a summary of transit service along East 14th/International Blvd:
| Route | Weekday Service | Weekend Service | |||||
|---|---|---|---|---|---|---|---|
| Daily Operating | Service Frequency (min) | Daily Operating | Service Frequency (min) | ||||
| span | Peak | Base | Eve | Span | Base | Eve | |
| 82 International (Downtown Oakland to SL BART) |
24 hours | 12 | 15 | No Service | 24 hours | 15-60 | No Service |
| 82 International (SL BART to BAYFAIR BART) |
7:30 p.m. to 7:00 a.m. | No Service | No Service | 15-60 | 7:00 p.m. to 10:00 a.m. | No Service | 15-60 |
| 82L International Limited (Downtown Oakland to Hayward BART) |
7:00 a.m. to 7:00 p.m. | 12 | 15 | No Service | 10:00 a.m. to 7:00 p.m. | 15 | No Service |
AC Transit is in the process of implementing Bus Rapid Transit (BRT) between Berkeley and San Leandro along the E.14th Street/International Blvd. corridor. Completion of the first phase of arterial infrastructure to support BRT operations was completed in January 2007, featuring signal coordination and transit priority. Phase Two is scheduled to begin in 2008 and will feature dedicated transit ways at a large percentage of its run-ways and significant ITS and other technological improvements. Ridership for the BRT is anticipated to reach about 30,000 boardings per day in the next 20 years, which is almost double the current ridership for the corridor. Construction of the full BRT project is scheduled for completion in 2008.
FIGURE 3.2 AC Transit Route Map. Larger View - use back button to return.
3.1.3.2– OTHER BUS TRANSIT SERVICES
The Santa Clara Valley Transportation Authority (VTA) operates primarily in Santa Clara County, but has bus service linking the Fremont BART station to its light rail network as well as ACE and Caltrain stations in Santa Clara and San Jose Diridon Station. Union City Transit provides bus transit service exclusively within Union City, including the key arterial Alvarado-Niles Blvd.
3.1.4 Transit Rail (BART)
3.1.4.1 San Francisco Bay Area Rapid Transit District (BART)
Is a public rail rapid-transit system that serves major parts of the San Francisco Bay Area, including the I-880 corridor. The total system comprises 104 miles of track and 43 stations. Figure 3.3 shows the BART system, which along I- 880 corridor includes 20 miles of track and 12 BART stations. BART is connected to regional rail and bus services and to San Francisco International Airport and Oakland International Airport (via AirBART buses).
FIGURE 3.3 BART System Map Larger View - use back button to return.
3.1.4.2 INTERCITY PASSENGER RAIL LINES
Two intercity passenger rail lines provide service along the I-880 freeway corridor, providing additional travel options for commuters and interregional travelers.
Amtrak Capitol Corridor is an intercity passenger train system that provides a convenient alternative to traveling along the congested I-80, I-680 and I-880 freeways by operating intercity rail service connecting the Sacramento and San Francisco Bay Areas. This includes 16 stations in 8 Northern California counties (Placer, Sacramento, Yolo, Solano, Contra Costa, Alameda, San Francisco, and Santa Clara) along a 170-mile rail corridor. An extensive, dedicated Amtrak motorcoach network provides connecting bus service beyond the Capitol Corridor route. The Amtrak Capitol Corridor is operated by a Capitol Corridor Joint Powers Authority (CCJPA), which is managed by the Bay Area Rapid Transit District (BART) with support from Amtrak and Caltrans. The CCJPA Board consists of representatives from the eight counties in The Capitol Corridor. Within the I-880 ICM corridor limits, the Amtrak Capitol Corridor runs parallel to the BART tracks with key stations at Jack London Square in Oakland, Coliseum/Oakland Airport, and Fremont Centerville Station. The Coliseum Station is a true "cross-platform" connection point with BART.
Altamont Commuter Express (ACE) rail line provides service from Stockton in San Joaquin County to San Jose in Santa Clara County. The route parallels the highly congested I-580 corridor, part of the I-680 corridor (Sunol Grade), then along I-880 (Fremont Centerville Station, Great America, Santa Clara, San Jose). Near the southern limits of the I-880 ICM corridor, the rail line connects from the Diridon Intermodal Station to Fremont Centerville Station, and has an intermediate stop at the Great America Intermodal Station (just south of SR-237). The possibility of Union City BART Station becoming an intermodal connection for the Altamont Commuter Express (ACE) and the proposed Dumbarton Rail line has also been discussed.
3.1.5 Water Transit Authority
The Water Transit Authority (WTA) operates a comprehensive San Francisco Bay Area public water transit system. Alameda-Oakland-San Francisco is the most popular route.
3.2 Corridor Stakeholders
Several institutions and agencies play key roles in the management of the I-880 corridor. These institutions include two State agencies, the California Department of Transportation, District 4 and the California Highway Patrol (CHP); one metropolitan planning organization, the Metropolitan Transportation Commission (MTC); one county agency, the Alameda County Congestion Management Agency (ACCMA); three transit agencies, Alameda-Contra Costa Transit District (AC Transit), Bay Area Rapid Transit (BART) Water Transit Authority, and the Port of Oakland. A description of each institution's role and responsibility in the management of the I-880 corridor is described further below.
3.2.1 Caltrans
The California Department of Transportation (Caltrans) is the owner-operator of all state highways, and is comprised of twelve regional districts and a Headquarters office in Sacramento, California. Caltrans District 4's boundaries are the nine Bay Area counties, and its headquarters are in downtown Oakland at the northern end of the I-880 corridor. District 4 is responsible for the planning, design, construction, maintenance and operations of more than 1,425 miles of Bay Area highways and freeway.
Along the I-880 corridor, Caltrans not only has jurisdiction over the freeway, but also over several of the major arterials that are also part of the State Highway System. These include East 14th/International Boulevard (SR-185), Davis Street (SR-112), Mission Boulevard (SR-238 and SR-262), and Jackson Street (SR-92).
District 4's 2,360 employees are divided among eight separate divisions, each of which has specific responsibilities in carrying out the Department's mission, ranging from Program Management, Planning, Design, Construction, Maintenance and Operations. The division that will be primarily involved with ICM activities is the Division of Operations, which employs 320 staff serving under a Deputy District Director. The following six offices in the division will play an active role in the ICM demonstration:
- Office of Traffic Operations Strategies develops and implements a Traffic Operations Strategic (TOPS) Plan for Caltrans District 4. The plan provides guidance and establishes priorities for traffic operations on the development of the plan, coordination with adjoining Caltrans Districts, and presenting and promoting the plan to local and regional transportation partners.
- Office of Truck Services coordinates truck and freight activities to ensure that they are appropriately considered in all transportation decisions.
- Office of Highway Operations reviews and performs all traffic operational analyses, including corridor studies, interchange and intersection analyses, and also identifies and develops operational improvement projects.
- Office of Traffic Management coordinates work on the freeways and expressways in the Bay Area to minimize the impact of construction and maintenance activities on the traveling public.
- Office of Traffic Systems plans and develops the Traffic Operations Systems (TOS) and Park & Ride Lot operations for the District. TOS includes traffic monitoring stations, ramp metering systems, CCTVs, CMSs and HARs. The Office also develops intelligent transportation strategies with its transportation partners, and operates and maintains over 200 ramp meters in the Bay Area. In addition, the Office operates the District 4 TMC.
- Office of Traffic is primarily involved in traffic safety issues. It designs and reviews the design of signing and striping components for Bay Area freeways, maintains sign logs and photo logs, maintains accident records, provides services for Legal and Claims, conducts speed zone studies and administers the District's Traffic Safety Program.
In addition, Caltrans has contracted with UC Berkeley, System Metrics Group, Inc. and Cambridge Systematics, Inc. to perform a corridor management study of I-880 that is currently in progress.
3.2.2 MTC
Created by the state Legislature in 1970 (California Government Code § 66500 et seq.), MTC is the transportation planning, coordinating and financing agency for the nine-county San Francisco Bay Area. MTC functions as both the regional transportation planning agency —a state designation–and, for federal purposes, as the region's metropolitan planning organization (MPO). As such, it is responsible for regularly updating the Regional Transportation Plan, a comprehensive blueprint for the development of mass transit, highway, airport, seaport, railroad, bicycle and pedestrian facilities. MTC also acts as the region's Service Authority for Freeways and Expressways (SAFE) — in partnership with the CHP and Caltrans—overseeing the maintenance and operation of call boxes along Bay Area freeways and administers the Freeway Service Patrol, a roving tow truck service designed to quickly clear incidents from the region's most congested roadways.
In recent years, MTC has taken a more active and direct role in expanding transportation system management capabilities in the Bay Area. MTC's 511 Traveler Information System is the premier real-time traveler information system in the nation, and provides real-time traffic conditions via the phone and a companion web site at "www.511.org. The system relies on an elaborate data-gathering network that MTC and Caltrans have jointly installed along Bay Area freeways as well as transit data from Bay Area transit agencies. Other MTC programs to improve the efficiency of the system include the Regional Signal Timing Program to re-time and coordinate signals on major arterials, the Traffic Engineering Technical Assistance Program to provide consultant support to smaller jurisdictions that do not have in-house traffic expertise, and more recently, the development of a transit connectivity plan and TransLink, a regional electronic electronic fate payment system to facilitate transfers between the different transit operators in the region.
The Commission's work is guided by a 19-member policy board. Fourteen commissioners are appointed directly by local elected officials (each of the five most populous counties has two representatives, with the board of supervisors selecting one representative, and the mayors of the cities within that county appointing another; the four remaining counties appoint one commissioner to represent both the cities and the board of supervisors). In addition, two members represent regional agencies — the Association of Bay Area Governments and the Bay Conservation and Development Commission. Finally, three non-voting members represent federal and state transportation agencies and the federal housing department. The District Director of Caltrans District 4 is one of the non-voting members of the Commission. Carrying out the Commission's directives is a staff of approximately 160.
(Source: MTC SAFE 2007)
The Highway & Arterial Operations section of MTC has responsibility for the agency's role in ICM. This section oversees the SAFE program, and works directly with Caltrans District 4 on system management issues and the agencies' own corridor management efforts.
3.2.3 ACCMA
The Alameda County Congestion Management Agency (ACCMA) was created in 1991 after the passage of State Proposition 111, which raised the state gasoline tax by 8 cents and required counties to designate agencies to perform specific duties to better integrate transportation, land use and air quality in order to receive the additional funds. The ACACCMA was established by a joint-powers agreement between Alameda County and all of its cities to assist local governments to meet the requirements of federal, state and local transportation laws by providing technical assistance. The ACACCMA decides which transportation projects are the best investments for Alameda County. Through traffic studies, the ACACCMA assesses traffic problems and explores solutions along specific corridors.
An example of such a project is the East Bay SMART Corridors Program. The East Bay SMART Corridors Program is an East Bay multi-modal advanced transportation management system, which provides real-time traffic conditions to the public. The intent of the East Bay SMART Corridors Program is to give easy access to local real-time conditions and empower users of the project website at www.smartcorridors.com to make better travel decisions. The East Bay SMART Program consists of two major arterial corridors in the East Bay portion of the San Francisco Bay Area - the San Pablo Avenue (I-80) corridor and the Hesperian/International/E. 14th Boulevard (I-880) corridor.
The ACACCMA Board includes representatives from Alameda County, its cities, AC Transit and BART. Technical expertise is provided by the staff-level Alameda County Technical Advisory Committee with representatives from each of these organizations, plus Livermore-Amador Valley Transit Authority (LAVTA), Union City Transit, the Alameda County Transportation Authority (ACTA), the Metropolitan Transportation Commission (MTC), Caltrans, the Port of Oakland and the Bay Area Air Quality Management District (BAAQMD).
ACACCMA has retained Kimley-Horn and Associates, Inc. (KHA) to provide technical support for several of their technology initiatives, including the East Bay SMART Corridors project. KHA also provides support for 880 ICM activities.
3.2.4 Local Jurisdictions
The I-880 ICM demonstration corridor is located within the Alameda County, which is comprised of 17 cities. The corridor extends through seven of these jurisdictions (the cities of Oakland, Alameda, San Leandro, Hayward, Union City, Fremont and Newark). Collectively, each local jurisdiction has an economic and political interest in the efficient management, maintenance and operations of the I-880 system networks. The transportation needs of the locals are represented by the Alameda County Congestion Management Agency (ACCMA). However, several of the cities have been particularly active on transportation matters through their Public Works departments.
3.2.5 AC Transit
AC Transit is a regional bus agency serving 364 square miles of Alameda County and Contra Costa County in the western San Francisco Bay Area. In addition, AC Transit runs "Transbay" routes across the San Francisco Bay to the City of San Francisco, and selected areas in San Mateo County and Santa Clara County. Paratransit services for the elderly and disabled are made available to individuals with conditions that preclude them from using public transit.
AC Transit is constituted as a special district under California law. It is governed by seven elected members (five from geographic wards and two at-large). It is not a part of the Alameda or Contra Costa County governments, although the initials "AC" are often mistaken to mean "Alameda County".
3.2.6 BART
BART is a special governmental agency created by the State of California to operate the Bay Area's rapid rail system. The District consists of Alameda County, Contra Costa County, San Mateo County and San Francisco City/County. It is governed by an elected Board of Directors, and each of the nine directors represents a specific geographic area within the BART district. In addition to its rail transit services, BART has its own police force. BART also manages the Capitol Corridor Joint Powers Authority (CCJPA).
BART provides rail transit service for most of the San Francisco Bay Area, including the cities of San Francisco, Oakland, Berkeley, Daly City, Richmond, Fremont, Hayward, Walnut Creek, and Concord. It also serves San Francisco International Airport and, via AirBART buses, Oakland International Airport. The BART system operates three rail lines along the I-880 corridor, the Richmond-Fremont, Millbrae-Dublin/Pleasanton and the Daly City-Fremont lines. Trains on each line typically run every 15 minutes on weekdays and 20 minutes during the evenings, weekends and holidays.
3.2.7 The San Francisco Bay Area Water Transit Authority (WTA)
The San Francisco Bay Area Water Transit Authority (WTA) is a regional agency authorized by the State of California to operate a comprehensive San Francisco Bay Area public water transit system. In 2003, the WTA's plan, " A Strategy to Improve Public Transit with an Environmentally Friendly Ferry System" was approved by statute (Senate Bill 915, Ch. 714, stats of 2003). WTA operates a total of 8 ferry routes across San Francisco Bay Area. The Oakland-Alameda-San Francisco is the most popular route.
3.2.8 Port of Oakland
The Port of Oakland is responsible for the operation of the Oakland International Airport, Maritime Seaport Facilities and over 400 acres of commercial real estate. It is through the management of these facilities that the Port of Oakland generates revenues to reinvest in the City of Oakland and Alameda County's infrastructure. The Oakland Airport serves more than 9.8 million passengers and handles more than 1.4 billion pounds of cargo annually. The Port of Oakland is the fourth busiest container port in the nation behind, Long Beach, Los Angeles and Newark. Ten Container terminals and two intermodal rail facilities serve the Oakland waterfront. The Port loads and discharges more than 99 percent of the containerized goods moving through Northern California. The I-880 freeway is the major thoroughfare that facilitates the movement of the region's imports and exports to and from the Port.
3.2.9 Emergency Responding Agencies (CHP, Police, fire and paramedics)
The California Highway Patrol (CHP) has law enforcement jurisdiction over all California State Routes, U.S. Highways and Interstate Highways, and also serves as a statewide police force. Its officers enforce the provisions of the California Vehicle Code, pursue fugitives spotted on the highways, and attend to all significant obstructions and incidents within their jurisdiction. CHP requests and coordinates the incident scene response efforts of the fire department, paramedics, tow truck operators and Caltrans personnel when requested. Incident management and emergency preparedness have been increasingly significant priorities for the CHP in recent years. The CHP's offices in the Bay Area are headquartered in Vallejo, California, with 11 separate area offices. The specific area offices that will be involved in the ICM demonstration are the Oakland and Hayward offices. Through reports from the field officers and additional phone calls from drivers, an incident database is filled. This database is then shared with other transportation agencies.
3.3 Existing Operational Conditions, Characteristics and Strategies of 880 Corridor and Included Networks
3.3.1 Performance Measures
Different performance measures are typically used in different networks to capture the characteristics and performance of the facilities. This section discusses the performance measures used in each network.
3.3.1.1 FREEWAY PERFORMANCE MEASURES
Freeway performance measures are primarily collected through an extensive freeway loop detector network. Real-time detector station data is sent to the Caltrans TMC, which in turn provides this data to UC Berkeley's Freeway Performance Monitoring System (PeMS) using an XML interface.
PeMS is a web-enabled system and analysis tool that collects and stores data for the California freeway system. The traffic data include traffic volume (number of vehicles traveling over the detectors during 30 seconds) and occupancy (the percentage of time that a vehicle "occupies" the detector). PeMS stores the freeway detection data then uses the data to compute a number of performance indicators and present data both numerically and graphically via the web. Currently, PeMS is hosted at UC Berkeley and can be accessed at http://pems.eecs.berkeley.edu/; it is in the process of being transitioned from UC Berkeley to Caltrans.
Currently, the performance measures provided by the system include speed, density, delay, and other aggregated values such as VMT and VHT. PeMS also provides incident related measures based on CHP CAD data, which include the number, type and duration of incidents, as well as the relationship between other performance measures and incidents. Figure 3.4 illustrates the interface to the PeMS analysis tool.
FIGURE 3.4 Screenshots of PeMS Web Interface
Freeway Performance Measures – (Source: PeMS, https://pems.eecs.berkeley.edu/)
PeMS contains a suite of applications that processes the detector data into information of use to managers and other decision makers, traffic engineers, planners, value-added resellers (VARS), transportation consultants and researchers, and the public. Examples of information provided by PeMS include:
- freeway speeds by time of day
- freeway vehicle miles and hours traveled trends (for State, District and routes)
- congestion delay trends (for State, District and routes)
- Diagnostic information for field detectors
Figure 3.5 is an example that illustrates how speed patterns from PeMS were used to identify bottleneck locations and length and duration of congestion, and other speed patterns and trends and how bottleneck severity changes from day to day. Figure 3.6 shows how bottlenecks were identified over a one month average by PeMS, and also point out how the data can indicate locations with bad loop detectors.
FIGURE 3.5 (A) congestion level and (B) bottleneck severity Larger View - use back button to return.
Freeway Performance Measures – (Source: PeMS, https://pems.eecs.berkeley.edu/)
FIGURE 3.6 Bottleneck identification and loop condition monitoring Larger View - use back button to return.
Freeway Performance Measures – (Source: PeMS, https://pems.eecs.berkeley.edu/)
3.3.1.2 ARTERIAL PERFORMANCE MEASURES
The 2000 Highway Capacity Manual (HCM2000) uses the average travel speed as a measure to define Level of Service (LOS) along signalized arterials. The average speed is calculated from the running time along the arterial links and the delays at the traffic signals. Level of Service analysis is performed using the Synchro software. Delay analysis is conducted using standard floating car studies along the project corridor to measure the overall travel time and delays at each intersection. Emergency response time is also used as a measure for arterial performance. The performance analyses are currently done manually.
Ongoing research as part of the NCHRP 3-70 project on arterial quality of service identified average speeds (travel time), and number of stops (quality of progression), as key factors affecting the perceived quality of service by auto users.
As part of the PeMS system, UC Berkeley PATH is assisting in the development of Arterial Performance Measures (A-PeMS), which is intended to provide tools for traffic performance monitoring on arterials and optimization of signal timing plans to avoid queue spillovers at the critical intersections. While not yet deployed, A-PeMS expects to provide these performance measures from surveillance data (counts and speeds) and signal status data.
3.3.1.3 TRANSIT PERFORMANCE MEASURES
Transit performance measures indicate both quantitative and qualitative factors used to evaluate a particular aspect of transit service. These measures include quality of service aspects, the overall measured or perceived performance of transit service from the passengers' point of view, as well as transit service measures, or measures of effectiveness. These measures are indicative of transit access and use.
Transit routing is determined by each operator based on a variety of criteria, including the location of "attractors" such as employment centers, street network characteristics and travel pattern. Consequently, transit routing is an important measure used to indicate access to transit, the area of coverage and proximity of transit service to residential areas and job centers. This measure is commonly shown as the percentage of major centers served within ¼-mile of a transit stop. Access to transit increases the propensity to use transit, thus reducing auto trips, improving air quality and informing decisions regarding land use.
Transit frequency is a measure that is used to determine the convenience of the transit service. It effects mobility, air quality and land use. The data needed for this measure is the number of lines operating at each frequency level. Transit frequency can also indicate the number of buses and operators needed to provide the service, along with the associated costs.
Coordination of transit service is a measure that is used to determine reliability and convenience for patrons when connecting between services. Regional mobility and air quality can be improved if transit connectivity is enhanced between modes or services. This qualitative measure includes the coordination of fares, schedule, service, public information, marketing, and administration.
Transit ridership is a measure that is used for micro and macro trend analysis. It affects economic factors within the transit agency as well as air quality and land use. The data needed for this measure is the number of riders stratified by route, corridor, service type of bus type. A related measure to ridership is the percentage of transit dependent within the total population.
Transit vehicle maintenance is a measure that has several applications. It can be used for trend analysis, to compare between operators, and can be a factor in investment allocation. It ensures that facilities are in operation and effects air quality. The data needed for this measure for BART is mean time between service delays, and miles between mechanical road calls for AC Transit.
Transit performance is also examined at the route level. Travel time, trip length, wait time, and dwell time are other measures that are used to determine transit quality and effectiveness. Service schedules and on-time performance are also often used as measures. At the route level , comparison are made between scheduled and actual service provided, such as hours of service, number of trips, miles traveled, number of operators, and speed of the vehicle. Additional passenger information can be measured including counts of passengers carried, boardings, and alightings. From this data other measures such as average passenger load during each trip and number of passengers per mile can be calculated. AC Transit and BART use a variety of these performance measures relative to ridership and operating performance in the I-880 corridor. Additional performance measurements include the number of service hours, number of trips, load factor, miles traveled, number of operators and the speed of the bus coach.
3.3.2 Existing Operation Conditions and Characteristics
3.3.2.1 HIGHWAY
Overall traffic volumes along the I-880 corridor are heavy. The average annual daily traffic (AADT) of the I-880 freeway ranges between 120,000 to 275,000 per weekday. The corridor experiences extended peak hours, which are typically heaviest for the northbound AM peak period and southbound PM peak period.
HOV Network: Carpool lanes in the Bay Area operate effectively and generally enjoy public and political support. Peak hour carpools experience significant time savings on the HOV lanes in the I-880 corridor. The carpool lanes in the northbound morning peak (1.2-mile segment) to the Bay Bridge offer an 18-minute time advantage. During the morning peak, carpools on the southbound I-880 HOV lane save 36 minutes in travel time during their commute on a 19-mile segment of HOV lane.
I-880 is an intermodal urban freeway corridor which serves the following major traffic generating sources:
Port of Oakland: I-880 serves a key interregional role as the primary route serving the Port of Oakland. I-880 serves as both an access route for major inter-regional and international shippers and a primary intraregional goods-movement corridor. The connection with the Port of Oakland generates significant truck volumes, representing approximately 10% of the total freeway volume. The corridor carries the highest volume of truck traffic in the region and among the highest of any highway in the state. In 2004, the number of containers processed by the Port of Oakland was slightly more than two million Twenty-foot Equivalent Unit (TEU) containers. Ten container terminals and two intermodal rail facilities serve the Oakland waterfront. The Union Pacific and BNSF railroad facilities are located adjacent to the heart of the marine terminal area to provide a reliable and efficient movement of cargo between the marine terminals or transload facilities and the intermodal rail facilities. Additionally, there a major concentration of supporting industrial and warehouse land uses along this portion of the I-880 corridor.
Oakland International Airport: The I-880 corridor also serves Oakland International Airport, one of three major airports in the Bay Area. The Oakland International Airport is located west of I-880 just north of the Oakland /San Leandro city boundary. It serves approximately 14 million passengers annually, and processes more than 600,000 metric tons of freight annually. The volume of air passengers and air cargo processed at this airport has been steadily growing each year. The airport is currently undergoing a significant expansion.
Oakland Coliseum: The Oakland-Alameda County Coliseum & Sports Arena is located just north of the Oakland /San Leandro city boundary, adjacent to I-880 freeway and a BART station. It is home to the Oakland Raiders NFL football team, the Oakland A's MLB baseball team and the Golden State Warriors NBA basketball team. The Oakland Coliseum hosts Raiders and A's games, as well as other events accommodating up to 63,000 people. The Sports Arena hosts the Warriors games and other major events/attractions with a capacity of 19,200 people. People attending these events have a direct impact on the capacity and flow of traffic along the I-880 corridor. The Coliseum, in coordination with MTC's 511 Traveler Information System, ensures that event information is reported as a "hot spot" on the system to inform the public of potential traffic delays.
3.3.2.2 ARTERIAL HIGHWAYS
There are a total of 40 miles of arterials along the project corridor on both the east side and the west side of the I-880 corridor, with approximately 12 major connecting arterials between the north-south corridors and the I-880 freeway. The arterials are typically 4 to 6 lanes wide with major turning lanes at all of the signalized intersections. There are approximately 250 signalized intersections along the entire north-side and east-west major connecting arterials with auxiliary turning lanes at all major intersections.
Traffic signals are controlled and maintained and controlled by their respective local agencies. Data from most of the systems are shared through the common data exchange platform to other participating agencies. The following are the signal control systems in each agency:
The following are the signal control systems in each agency:
- Oakland BITrans QuicNet System
- Hayward Econolite Aries System
- San Leandro Econolite Icons System
- Fremont Eagle Actra
- Union City BITrans QuicNet System
- Alameda CountyNaztec Streetwise System
- Caltrans CTNET System
Most of the intersections along the project corridor are interconnected with either hardwired twisted pair or fiber optic communication lines. Most of the traffic signals are fully actuated with detection system on both the mainline and side streets. There are some semi-actuated signals in the City of Oakland. The signals are also coordinated using time of day coordination plans, during morning, midday and afternoon peak hours.
As a part of the East Bay SMART Corridors program, all agencies (except for Fremont and Newark) are interconnected via high speed T1 lines to share signal coordination information between the agencies. Except for a few short segments, on-street parking exists on both sides of E 14th Street, International Boulevard and Mission Blvd. A significant amount of the parking on each corridor is metered with 30-minute to 2-hours time limits. There is no parking for most of the Hesperian Boulevard and Union City Boulevard segment.
Moderate pedestrian volumes (from 20 to 150 pedestrians) exist throughout the corridors. Higher densities of pedestrians (from 150 to 300 pedestrians) are found along International Boulevard between 2nd Avenue and 25th Avenue. Bicycle volumes generally average 30 per hour at all intersections during all peak periods. The truck/bus traffic along the routes does not appear to be heavier than normal, or within 2% of the overall traffic volumes, except for the routes that serve the Port of Oakland. These routes include Davis Street, 98th, Hegenberger and Doolittle Drive (State Route 61).
Dozens of individual AC Transit routes operate along the project corridors within the study limits. Transit routes operate with varying frequencies between 12 minutes and 60 minutes. A majority of the bus stop locations on major arterials appear to have adequate room for buses to pull over and stop without blocking through traffic. This is due to having wide curb lanes with restricted parking or bus turn-outs.
The Average Daily Traffic (ADT) volumes range between 25,000 to 60,000 vehicles per day, depending on the location along the arterial network. Currently the level of service along the project corridor is between C to D at most key intersections. Below are levels of services at selected intersections along the E. 14th/International Blvd corridor.
| Intersection | AM Peak | Midday Peak | PM Peak | |||
|---|---|---|---|---|---|---|
| Delay | LOS | Delay | LOS | Delay | LOS | |
| E 14th St. and Fairmont Dr. | 23.0 | C | 30.1 | C | 39.5 | D |
| E 14th St. and 150th Ave. | 100.3 | F | 17.9 | B | 50.2 | D |
| E 14th St. and Bancroft Ave.-Hesperian Blvd. | 33.7 | C | 74.6 | E | 125.1 | F |
| E 14th St. and Castro St.-Sybil Ave. | 25.1 | C | 9 | A | 34.4 | C |
| E 14th St. and Hwy. 112-Davis St.-Washington | 22.8 | C | 27.0 | C | 30.1 | C |
| E 14th St. and Dutton Ave.-Best St. | 20.8 | C | 19.3 | B | 36.5 | D |
| E 14th St. and 98th Ave. | 23.4 | C | 24.1 | C | 43.4 | D |
| E 14th St. and Hegenberger Rd.-73rd Ave. | 22.1 | C | 30.1 | C | 48.1 | D |
| International Blvd. and 42nd Ave. | 38.8 | D | 24.5 | C | 39.5 | D |
| International Blvd. and Fruitvale Ave. | 20.7 | C | 23.5 | C | 21.2 | C |
| International Blvd. and 29th Ave. | 23.0 | C | 21.9 | C | 24.7 | C |
As a part of the East Bay SMART Corridors program, 18 miles of the existing arterial network are equipped with Closed Circuit TV (CCTV) and monitoring stations. These devices collect real time information about the project corridor and share the information with all of the agencies in the program. In addition, the East Bay SMART Corridors program will allow agencies to share and distribute incident and construction information about the project corridors. Freeway incident information is also received from California Highway Patrol and displayed for the I-880 corridor, as well as the 511 congestion information on the freeway.
3.3.2.3 AC TRANSIT
Of the dozens of AC Transit routes that serve the I-880 corridor, Route 82/82L is the primary high-ridership route that parallels the majority of the I-880 corridor. Passenger boardings and passenger miles for AC Transit routes 82 and 82L are displayed in the Table 3.3 on the following page.
| Route | Weekday | Saturday | Sunday |
|---|---|---|---|
| 82/82L | 16,727 | 10,169 | 9,723 |
| Route | Weekday | Saturday | Sunday |
|---|---|---|---|
| 82/82L | 244.3 | 139.2 | 173.7 |
AC Transit has several major transfer points along the I-880 corridor: Fruitvale BART, Coliseum BART, San Leandro BART and Bayfair BART. Each of these BART stations serves between 6-12 bus routes and provides intermodal transfers with BART. Over 7000 passengers per day access BART or buses at these stations.
3.3.2.4 BART
The combined daily ridership for A line, L line and downtown Oakland stations is close to 100,000 or 25% of the total BART's daily ridership. This ridership includes: ~ 48,000 on A-Line (Lake Merritt Station to Fremont) or approximately 14.2% ,.~10,000 on L-Line (Castro Valley and Dublin/Pleasanton stations) or approximately 3% and 29,000 entries, or 8.6 %) for the downtown Oakland stations (12th St. and 19th Street) or approximately 8.6 %.
3.3.3 Cross-Network Coordination Strategies Already Implemented
Certain cross-network coordination strategies are already implemented in the I-880 corridor, primarily through manual coordination among different agencies. Such strategies for the corridor can be categorized as four groups: within freeways, between freeways and arterials, within transit, and between freeways and transit.
3.3.3.1 STRATEGIES ALREADY IMPLEMENTED WITHIN FREEWAYS
As shown in Figure 3.7, The 511 system in the Bay Area provides freeway travel times and delay information via a web interface (http://www.511.org) and phone services to the public. Using information from 511, motorists can make informed decisions pre-trip and en-route regarding which freeway to use to their specific destinations.
FIGURE 3.7 The 511 Website in the Bay Area Larger View - use back button to return. | (Source: http://www.511.org)
Nine (9) Changeable Message Signs (CMS) are currently deployed along the I880 freeway. Two (2) of the signs, located at 5th St and Oak St on NB I880 respectively, are now activated for providing travel time information to motorists at en-route. Similarly as the 511 system, motorists can make informed decisions on freeway choices based on travel times displayed on CMS.
For freeway operations managers, the Caltrans TMC is the hub for interagency transportation coordination. Co-located with CHP and MTC (which operates 511 and the Freeway Service Patrol), coordinated management strategies can be implemented and monitored from the TMC.
3.3.3.2 STRATEGIES ALREADY IMPLEMENTED BETWEEN FREEWAYS AND ARTERIALS
Signal pre-emption devices are installed at some intersections in the I-880 corridor. Under emergencies, some first responder agencies can trigger signal pre-emption along major arterials. Otherwise, signal coordination between Caltrans signals near freeway on/off ramps and local signals along arterials is done manually, with the notable exception of the 880 Smart Corridor (where an interagency agreement and operations plan are in place regarding signal coordination).
3.3.3.3 STRATEGIES ALREADY IMPLEMENTED WITHIN TRANSIT
MTC is implementing Translink, a multi-modal payment system for riders to pay for transit in the Bay Area (www.mtc.ca.gov/services/translink). Translink provides smart fare payment card so that riders can use to access bus, train and ferry services in the Bay Area (including the I-880 corridor). AC transit receives the BART schedule every time the schedule is changed. Transit planners at AC transit manually review and revise their schedules to best serve their riders and maintain coordination between BART and AC transit.
Other coordination strategies between BART and AC transit occur during incident and emergency scenarios only. With major disruptions in BART service, AC transit often provides "bus bridges" between BART stations. However, this coordination is done manually and based on professional judgment. Under certain emergency conditions and pre-planned special events, AC transit often provides connection protection between BART arrivals and bus departures.
3.3.3.4 STRATEGIES ALREADY IMPLEMENTED BETWEEN FREEWAYS AND TRANSIT
Research has shown that parking availability is an important factor impacting commuters' choice of using transit and transit mode choice. A pilot study at the Rockridge BART stations provided real-time parking availability information via a freeway CMS on State Route 24. This information helped motorists determine whether or not they should exit the freeway, park their cars, and use BART rather than continue in congested freeway conditions. The pilot program proved the utility and feasibility of the concept, which could be repeated elsewhere in the Bay Area (particularly the I-880 corridor). Figure 3.8 shows such CMS with parking availability information for the BART station.
FIGURE 3.8. Parking Information for BART Station on Freeway CMS
(Source: Caltrans 2007)
Another example of interagency coordination between Caltrans, BART and AC transit is regarding special events. Caltrans, BART and AC transit receive notification of special events schedules from event sponsors or organizers. BART and AC transit will often provide extra services if the attendance is expected to impact freeway operations in order to relieve the potential congestion before or after the scheduled events.
When major freeway incidents occur, a typical AC transit response is to make or receive a call from the Caltrans TMC and/or check the ACACCMA SMART Corridor website. AC Transit can then use the information to manually provide route guidance for express bus drivers and generally assist all Bus Operators (via a state of the art radio system) that are operating in the vicinity of the highway alert.
3.3.4 Summary
Table 3.4 summarizes the operation conditions and characteristics of the freeway, arterial and key transit networks.
| Freeway | Arterials | AC Transit | BART | |
|---|---|---|---|---|
| Network | I-880 between I-580/I-80 interchange in the north and SR-237 in the south; length 38 miles | International Blvd, East 14th St, San Leandro Blvd, Hesperian Blvd, and Union City Blvd; length 40 miles | Two major local AC Transit lines along I-880 (82, 82L) plus about 15 express lines | 20 miles of double track |
| Facility | TMC located in Caltrans District Office in Oakland. 250+ freeway lane miles, all under TMC surveillance and control. 39 miles HOV lanes. Dense ITS deployment includes traffic detectors, CMS, CCTV, HAR, etc. | Distributed TMC with satellite locations. Arterials are primarily 4-6 lane undivided highways. Over 250 signalized intersections, 40 arterial miles, 48 miles under TMC surveillance and control. | TMC located in Division D-2, Emeryville, CA.
There are approximately 200 bus stops along the corridor, with three major parking facilities. AC Transit is in the process of implementing BRT between Berkeley and San Leandro along the International/E.14th Street corridor |
12 BART stations along study corridor. 10 stations have parking lots/garages, with 11,432 spaces. |
| Operations | Overall traffic volumes along I-880 corridor are very heavy, with AADT between 120,000 to 275,000 per weekday.
I-880 is an intermodal freeway which serves major traffic generators, including the Port of Oakland, Oakland International Airport, and Oakland Coliseum. Trucks comprise up to 11% of the AADT in the corridor. |
Current ADT along the arterials is between 15,000 and 60,000 vehicles per day. | Passenger boarding for Route 82 and 82L is 16,727 per day on weekdays.
AC Transit has several major transfer points along the corridor. Each of these stations serves between 5 and 8 bus routes and provides intermodal transfers with the BART service. Over 7000 passengers per day access BART or buses at these stations |
At stations along I-880, approximate number of passenger boarding and alighting per weekday is 138,000. |
| Problems & Issues | Recurrent congestion causes more than 10,000 veh-hrs of delay per weekday, and significantly disrupts freight movement through the corridor. Non-recurrent congestion is also a major problem. I-880 averages over 10 collisions per day and over 100 incidents per day. It is estimated that collisions account for 30 percent of overall corridor delay. |
The arterials along the project corridor currently operate at level of service D or worse during the peak hours. Due to incidents on the freeway, there are routine diversions to the local arterials that will increase the delay and reduce the levels of service along these arterials. Therefore, coordination of the operation of the network of arterials with the freeway is crucial to optimizing the overall capacity of the system. |
3.4 Existing Network-based Transportation Management/ ITS Assets
There have been significant investments in ITS infrastructure within the I-880 corridor, which establishes a solid foundation for the ICM demonstration.
3.4.1 Freeway
3.4.1.1 FREEWAY FACILITIES
Within the 38-mile section of I-880 identified for the Integrated Corridor Management demonstration, the freeway is primarily an eight-lane facility, with numerous auxiliary lanes between major interchanges.
An HOV lane has been in operation in the southern two-thirds of this corridor for 15 years. The oldest HOV segment started in the Hayward area, then the HOV network was extended to the San Leandro and Fremont areas during the late 1990's. The HOV lane is in effect during weekday commute periods, and the minimum occupancy is two persons per vehicle. Two shorter segments of HOV lanes in the northern part of the corridor lead to the Bay Bridge and eastbound I-80, with minimum occupancy of three persons per vehicle.
In November 2006 voters approved a state infrastructure bond package that includes $19.9 billion to make safety improvements and repairs to state highways, upgrade freeways to reduce congestion, repair local streets and roads, upgrade highways along major transportation corridors, improve seismic safety of local bridges, expand public transit, help complete the state's network of car pool lanes, reduce air pollution, and improve anti-terrorism security at shipping ports. Specifically, the bond includes $4.5 billion to relieve congestion by expanding capacity, enhancing operations, and improving travel times in high-congestion travel corridors. As a result, this bond measure could provide new funding opportunities for corridor management projects in the I-880 corridor.
3.4.1.2 FREEWAY ITS INFRASTRUCTURE
The transportation infrastructure on I-880 includes a dense deployment of ITS field elements, which enable traffic monitoring and management at the Caltrans District 4 TMC. The TMC is housed in the main Caltrans District 4 office in downtown Oakland. The facility is co-staffed by Caltrans Maintenance and Operations workers, CHP officers, and operators for the 511 traveler information system. This management system communicates with a variety of ITS field equipment along I-880. The I-880 corridor is extensively instrumented with ITS field elements such as:
Vehicle Detection and Traffic Monitoring on I-880 is performed primarily through inductive loops and microwave sensors. Caltrans currently has 83 inductive loop traffic monitoring stations and three microwave stations along the I-880 corridor. Traffic monitoring stations are typically placed at interchanges, and between interchanges at 1/2-mile increments. All vehicle movements are detected for each freeway mainline lane, on-ramp and off-ramps. Mainline detectors are generally dual loops in each lane. Toll tag readers have been deployed on several freeway corridors that measure average travel times of vehicles with the toll tag transponders. The data from these traffic monitoring are used locally by the ramp metering systems, and sent back to the TMC for real-time traffic data (speed, volume, and occupancy) for the speed maps and archiving. Caltrans also has partnerships with private firms such as Traffic.com and SpeedInfo. Traffic.com provides traveler information to the public, while SpeedInfo supplements microwave type detection where Caltrans has no detectors. Figure 3.9 illustrates detection stations in the I-880 corridor.
Ramp Metering along the I-880 corridor consists of local-traffic responsive meters that help manage the freeway corridor. Freeway on-ramps have been controlled by ramp meters along the entire length of the corridor from Jackson Street in Oakland to SR-237 for over 10 years. Of the 98 on-ramps on the proposed ICM corridor, 86 of them are currently metered. This includes ramps from local streets and arterials to some freeway-to-freeway interchanges. Additional ramp meters are being installed and will be operational within the next few years. The metering strategy is to meter all on-ramps in the corridor taking into account freeway operations at bottlenecks and local street operations. Field staff has the capability to upload and download ramp-metering parameters remotely, and are currently monitored with field crews. Figure 3.10 illustrates ramp meters in the I-880 corridor.
Closed Circuit Television (CCTV) cameras give the TMC staff real-time traffic surveillance and incident verification remotely. Currently Caltrans has 25 CCTVs along the I-880 corridor. CCTVs are typically deployed at the interchanges and between at one mile spacing to provide full video coverage of the corridor. Caltrans typically uses cameras with capabilities of panning, tilting, and zooming. The joint MTC-Caltrans BAVU project is upgrading the CCTV control interface for TMC operators and will provide the capability to distribute real-time video from these cameras to other transportation agencies. Figure 3.11 illustrates CCTV cameras in the I-880 corridor.
Changeable Message Signs (CMSs) give motorists information on incidents, closures, environmental warnings, amber alerts, and travel-times. There are five Model 500 CMSs along the I-880 corridor. Typically CMSs are installed upstream of major decision points on the freeways, which are usually at major freeway interchanges. Messages are controlled remotely from the TMC. Figure 3.12 illustrates CMS deployments in the I-880 corridor.
Highway Advisory Radios (HARs) are typically installed every six miles along a freeway corridor, and are used to advice motorists of incidents via short-range public radio (three mile radius). Two Extinguishable Message Signs (EMSs) are installed in each freeway direction within the radio coverage. These signs are only active when a message is broadcasting. Typically Caltrans broadcast HAR using station 840 AM. There are five HAR stations installed along the I-880 corridor.
FIGURE 3.9 Detector Stations
FIGURE 3.10 Ramp Metering Locations
FIGURE 3.11 CCTV Camera Locations
FIGURE 3.12 CMS Locations
There are several planned upgrades or improvement projects to the TMS network infrastructure. MTC and Caltrans are jointly working on a project to upgrade the existing CCTV camera network with the Bay Area Video Upgrade (BAVU) Project. There is also an effort by Caltrans Headquarters to install a statewide version of the ATMS called CATMS in all TMCs.
With approximately 2,000 pieces of field equipment in the inventory and more planned or under construction, a central database and equipment management system are necessary in order to manage the system. The current effort, named the TOS Equipment Management System (TEMS), is a software product that provides Caltrans District 4 and MTC staff with tools to manage the TOS inventory, and help ensure the reliability and accuracy of the TOS and Traffic Management Center (TMC) information. TEMS will consolidate the several existing TOS databases and spreadsheets and provide the uniform information and functionality desired by the users. The goals of TEMS are to provide the MTC and Caltrans District 4 Division of Operations with a readily-accessible, robust repository for TOS equipment data, a practical way to manage TOS inventory and status information, configurations, and track related activities, a uniform, consistent information standard for characterizing equipment; and a flexible design for readily accommodating new technologies that may emerge and new functionality.
3.4.1.3 USING COLLECTED DATA TO MAKE OPERATIONAL DECISIONS
The Caltrans TMC uses Enterprise Transportation Management System (eTMS) software suite, which collects data from field devices and incident data from the incident management module and the CHP CAD, generates the map display, places dynamic icons on the map, calculates and displays travel time estimates, supplies real-time data to external systems such as 511 and PeMS, archives data, emails detector station data to interested parties daily, and provides a user interface for controlling signs, cameras, and ramp meters. In addition to freeway traffic management, the following regional functions are collocated with Caltrans TMC, including:
511 Operators are co-located in the TMC, as well as occupying a section of the TMC that houses its traveler information operations center. Operations include transit and traveler information via the web or phone for drivers, transit riders, and bicyclists for the nine Bay Area counties. The center also receives data directly from Caltrans field elements and is used to provide traveler information to drivers for driving time calculations and incidents.
The Emergency Response Center (ERC) is also co-located in the TMC. Depending on the nature of the emergency and the response that is needed, the ERC may be activated. Once activated, the ERC is the central focal point for all emergency activities in the District. It will provide uniformity of response, and it will provide consistency in disseminating information to Caltrans management, local ERC's, and to the public.
BAIRS (the Bay Area Incident Response System) is a tool that Caltrans Maintenance Dispatchers use in the TMC that integrates incident tracking and tools to improve Caltrans' incident response capability. This allows dispatchers to quickly locate the nearest qualified responder and provides the responder with detailed resource information, helping them to coordinate a more rapid response and resolution. BAIRS has the following functionality: web-based incident log, GIS capabilities, enhanced reporting capabilities, performance metrics, mobile devices, and increased incident information available to both dispatchers and supervisors. In the past this was done with multiple tools, most of which were manual. BAIRS integrates these tools into one system. This provides quicker response times and more up-to-date information on what agency and type of equipment is needed to respond to incidents. The BAIRS application BAIRS is expected to reduce the average traffic incident resolution time from 4 hours to 90 minutes or less. Given that for each minute a freeway lane is blocked, traffic is delayed 4 to 10 minutes, BAIRS will result in a substantial reduction in time spent in traffic for many Bay Area travelers.
Caltrans Headquarters Detector Fitness Group and Caltrans Electrical Systems Group service the traffic monitoring stations. TMC Operators inspect the conditions of CCTVs, CMSs, and HARs are on a weekly or monthly basis and report problems to Caltrans Electrical Systems and/or Caltrans Electrical Maintenance for service or repairs. The ramp meters are monitored daily by Caltrans Field Operations. Caltrans Electrical Maintenance performs preventive maintenance on the cabinets and signal heads.
The TMC is a large two-story-high theater that houses 19 operator consoles facing a large video wall. Seven consoles in the TMC are used by Caltrans telephone and radio operators to receive problem reports and to dispatch and coordinate field crews for maintenance, traffic management, and motorist assistance. Five consoles are used by Caltrans traffic managers to monitor traffic conditions, especially those associated with incidents, to determine what active management measures are needed and to check that measures are having the desired effect. Four consoles are assigned to CHP officers who provide close coordination between the TMC and CHP's Golden Gate Communications Center in Vallejo, which receives cellular 911 distress telephone calls and serves as a CHP's dispatch and command center for incident management. The TMC has six remote terminals connected to the Vallejo center's computer aided dispatch (CAD) system that enables CHP officers and Caltrans' operators to view details of incidents affecting the region's highways.
FIGURE 3.13 Caltrans Transportation Management Center in Oakland
(Source: Caltrans 2007)
Toll tag readers were deployed on several freeway corridors that measure average travel times of vehicles with the toll tag transponders. Data is also collected from the traffic monitoring locations. Both real-time toll tag and traffic monitoring data are used to calculate travel times and then relayed to the public via CMSs.
3.4.1.4 FREEWAY OPERATION TACTICS
HOV Lanes
Freeway HOV lanes are active during the morning (5 to 9 AM) and afternoon (3 to 7 PM) peak periods on weekdays, and are open to all traffic at other times. (Almost all HOV lanes in Northern California operate during peak periods only, in contrast with the continuous HOV operation found in Southern California.) The mainline HOV lane operates with 2 or more persons (3 or more at the approaches to the Bay Bridge). Currently the HOV lane operates on both the NB and SB directions of I-880, from Mission Blvd in Fremont, to Marina Blvd in San Leandro. There is currently a construction project in southern Alameda County that will extend the HOV system to Route 237 in Santa Clara County.
The ramp meters on I-880 (both directions) are in operation during the morning and afternoon peak periods from 6 to 9 AM, and from 3 to 7 PM. The HOV bypass lane at a metered on-ramp from the local street is in operation 24 hours. Most of the on-ramps from SR-237 in Milpitas to the Broadway I/C in Oakland are metered. Provisions for future metering are installed north of Broadway I/C to I-80.
Ramp Metering Control
Detector data are also used by ramp meter controllers to automatically adjust metering rates as traffic flow changes during the day. A ramp meter detector monitors traffic flow on both the ramps and the mainline lanes. The mainline data at a meter are used directly by the meter, but also serve as general-purpose vehicle detector data that are sent to the TMC. Of the approximately 1100 detector stations on Bay Area freeways, about 280 of them are part of a ramp meter installation.
Currently the ramp meters along the I-880 corridor are local traffic responsive. They operate from metering tables, which take into account the several bottlenecks throughout the I-880 corridor, as well as variable demands at the on-ramps. Communications to the TMC assist Operations field staff in uploading and downloading ramp metering parameters into the field controllers. Meters are in operation for both AM and PM peak periods and on both directions of I-880.
Ramp meters along this corridor were activated following an agreement between Caltrans and local jurisdictions within the corridor to manage the freeway metering strategy without affecting the local street operations. A Technical Working Group (TWG) was formed (comprised of Caltrans, MTC, ACACCMA, Port of Oakland, CHP, and the local jurisdictions) to develop consensus on guidelines, operational plans, and policies on I-880.
Initial metering rates were determined by using FREQ, a freeway simulation program, with data collected from traffic monitoring locations. Freeway delays and field observations were also made to quantify before metering was implemented. Once the metering rates and policies were agreed upon by the TWG, metering was initiated on I-880 in October 1996. The freeway and local street operations were monitored after metering was initiated. Queues on the on-ramps were observed and once it extended into the local streets, a faster metering rate was initiated. While this impacted the freeway mainline, study showed HOV users still had significant travel time benefits by using the mainline HOV lane and HOV bypass lanes on the metered ramps.
Incident Management
Incident response and clearance is the highest priority for freeway operations in the Bay Area. The actions to improve incident response and clearance reside in different agencies (such as the Caltrans TMC, the CHP computer-aided dispatch system, the Caltrans Bay Area Incident Response System), with some actions focusing on the incident scene and others on the Regional TMC.
Over the past 20 years, Caltrans has deployed several types of closed-circuit television (CCTV) cameras along Bay Area freeways and camera control systems in the TMC. The camera control systems have been upgraded and integrated to allow TMC staff to quickly connect with and control cameras to confirm reports of incidents and determine the type of emergency equipment that is needed.
Under the MTC SAFE program, CHP has deployed a communications system that facilitates all agencies responding to an incident to communicate with each other. CHP and the four largest Freeway Service Patrol agencies are working together to define and implement a two-way CAD/FSP 'Handshake' interface for use throughout California.
3.4.2 Arterial Highways
3.4.2.1 ARTERIAL FACILITIES
The arterials along the project corridor are typically 4-6 lane divided or sometimes undivided arterials, with access to commercial or residential areas along the project corridor. There are approximately 250 signalized intersections along the entire north-side and east-west major connecting arterials with auxiliary turning lanes at all major intersections. The Average Daily Traffic (ADT) volumes range between 15,000 to 60,000 vehicles per day, depending on the location along the arterial network.
Most of the intersections along the project corridor are currently interconnected with either hardwired twisted pair or fiber optic communication lines. Most of the traffic signals are fully actuated with detection system on both the mainline and side streets. There are some semi-actuated signals in the City of Oakland. The signals are also coordinated using time of day coordination plans, during morning, midday and afternoon peak hours.
The East Bay SMART Corridors program covers approximately 18 miles of the I-880 corridor arterial network. For these segments, major intersections are equipped with CCTV and monitoring stations to collect and disseminate real-time traffic information to transportation managers and to the public.
3.4.2.2 ARTERIAL ITS INFRASTRUCTURE
Figure 3.14 illustrates the ITS infrastructure along the 880 SMART corridor including Caltrans operated cameras. Alameda CMA has ITS infrastructure along 880 SMART Corridor arterial network at strategically selected locations. The field ITS devices on arterials include:
- Vehicle Detection System: Vehicle Detection System provides the capability to measure volumes, speed and level of congestion on the main and the crossing arterials. Non-Intrusive detectors are alternative to the conventional loops. The most common non-intrusive detectors use radar (RTMS – Remote Traffic Microwave Sensor), sound (PADs – Passive Acoustical Detectors), or video (VIDs – Video Image Detectors), to detect and classify vehicles. Currently RTMS units are installed on Union City Blvd, Hesperian Blvd, E. 14th Street, International Blvd, San Leandro Blvd, High Street, Marina Blvd, Washington Avenue, portions of the project corridor at approximately 2 miles spacing. There are approximately 20 RTMS along the project corridor.
- Closed-Circuit Television (CCTV) Cameras: CCTV systems provide remote ability to visually confirm an incident and its impact, and monitor general traffic conditions. With this ability in place, agency staff can quickly determine the appropriate action needed to mitigate traffic impacts when an incident occurs as well as provide valuable information to appropriate emergency service providers and other agencies. Currently, all of the major intersections along the East Bay SMART Corridors are equipped with CCTVs. Approximately 20 intersections are equipped with CCTVs, which consist of 4-fixed cameras installed on signal mast arms. CCTV can also increase information sharing with the media and the public. The CCTV and monitoring stations are monitored from the central unit and are inspected weekly for functionality. A maintenance contractor provides annual and semi-annual inspection and cleaning for all units.
- Traffic management system for the arterial network is a distributed system, where all agencies are interconnected with Center to Center communications (T1 line) to CMA's network. The software that is currently used for the East Bay SMART Corridors program was developed by Bentley Corporation. However, CMA is in the process of upgrading this system to a thin-layer, web based system.
- Emergency management system for the arterial network is based on the Opticom pre-emption system. Most of the intersections along the project corridor are equipped with 4-way Opticom receivers at all intersections. The Opticom equipment is triggered when an emergency vehicle arrives at the intersection by changing the signal operation and providing green indicated in the direction of the emergency vehicle travel. There are currently over 100 intersections along the project corridor equipped with this equipment.
- Transit signal priority system is used for the Rapid Bus route along the E. 14th Street/International Blvd. The transit signal priority system is based on the low priority Opticom equipment. When the buses approach the intersection, an early green or extended green is granted to the buses to allow the buses to avoid stopping. There are approximately 50 intersections equipped with the transit signal priority along the E. 14th Street/International Blvd corridor.
- Data and Video exchange system is in place, where all agencies are interconnected with Center to Center communications (T1 line) to CMA's network. The software that is currently used for the East Bay SMART Corridors program was developed by Bentley Corporation. However, CMA is in the process of upgrading this system to a thin-layer, web based system.
FIGURE 3.14 Arterial Instrumentation Map Larger View - use back button to return.
The 880 SMART Corridor program participants (Oakland, San Leandro, Alameda County, Hayward, Union City, AC Transit and Caltrans) are connected through a leased, distributed network. The distributed network utilizes high speed T1 lines that are interconnected to via a client-server network configuration, co-located at a managed facility. All participating agencies share traffic management and incident information through the East Bay SMART Corridors network. The system collects real time information along the project arterials, including CCTV images, traffic volume and speed data from the Monitoring Stations, traffic signal coordination data, and incident information. This information is then aggregated, fused and disseminated to all of the agencies. In addition, the CCTV images, congestion information and freeway incident data is published on an internet web site available for public access.
The existing traffic signal systems for each of the agencies are interconnected with the network. The host system transmits real-time signal status, including signal coordination plans, cycle lengths, offsets and split information for approximately 65 traffic signals along the project corridor. The information is aggregated, fused and disseminated to other agencies so that all agencies can view the status of signals of other agencies. However, the agencies cannot change or control the signal control system for other agencies. Other traffic signals along the corridor are mostly interconnected with traffic masters. Caltrans has plans to instrument a wireless communication link between traffic masters along International Blvd, E 14th and the Caltrans D4 traffic control center as part of the implementation of ICM strategies.
3.4.2.3 USING COLLECTED DATA TO MAKE OPERATIONAL DECISIONS
The East Bay SMART Corridors collects real-time traffic information along Union City Blvd, Hesperian Blvd, E. 14th Street/International Blvd, San Leandro Street, and San Leandro Blvd. Traffic data include volume and speed data and are collected every 30 seconds on arterials using RTMS data collection units. Data is transmitted via wireless GPRS system and is aggregated at the ACCMA data center. The data are owned by ACCMA and data exchanges with other networks are carried through a leased T1 line.
Currently, the real time data collected along the project arterials, including CCTV, traffic monitoring station data (speed and volume), level of congestion, and incident information are disseminated via public web site. All of the fire department engines in Alameda County are planned to be equipped with mobile computer units to receive this information through a wireless connection. This will allow the fire departments to access SMART Corridors web site to verify locations of incidents for best routing to the incidents. They also use the cameras to verify roadway conditions en-route to incidents.
3.4.2.4 ARTERIAL OPERATION TACTICS
Actuated Signal Control
Most of the traffic signals along the project corridor are fully actuated. Some traffic signals, especially along East 14th/International Boulevard are semi-actuated. Most of the traffic signals along Union City Boulevard, Hesperian Boulevard, E. 14th Street, International Blvd, San Leandro Street, and San Leandro Boulevard are coordinated during morning, midday and afternoon peak hours. A time-of-day plan is programmed for each peak period. The traffic signals are also equipped with emergency pre-emption equipment for emergency services. The same equipment is utilized for transit signal priority control along the E. 14th/International Boulevard for Rapid Bus service.
Signal Interconnect
The entire corridor between Union City and Oakland, along Union City Blvd, Hesperian Blvd, E. 14th/International Blvd, San Leandro Street, and San Leandro Blvd are interconnected via hardwired or fiber optic interconnect. There are some minor gaps in the interconnect system, where the traffic signal coordination is not needed.
3.4.3 AC Transit
3.4.3.1 AC TRANSIT FACILITIES
AC Currently has approximately 90 pairs of bus stops along the East 14th/International Blvd corridor, connecting to over 20 cross-town routes and major intersections such as 14th Avenue, 23rd Avenue, Fruitvale Avenue, High Street, Seminary Avenue and 73rd Avenue. AC Transit also has several major transfer points at BART stations: Fruitvale BART, Coliseum BART, San Leandro BART and Bayfair BART. Each of the BART stations serves between 6 to 12 bus routes and provides intermodal transfers between the BART service to the 7,000 transferring passengers. Ridership along the corridor is currently approximately 17,000 per day, but is anticipated to increase with the introduction of Rapid Bus service, described below.
AC Transit is in the process of implementing Bus Rapid Transit (BRT) between Berkeley and San Leandro along the E.14th Street/International Blvd. corridor. Plan is described in 3.1.3.1.
3.4.3.2 AC TRANSIT ITS INFRASTRUCTURE
A number of state-of-the-art transit ITS technologies have been deployed within the AC Transit fleet to enable advanced planning, operation and improved service quality. These technologies are:
- Advanced Transit Management System: AC Transit management center located at its Division 2 office in Emeryville has implemented the Orbital "Satcom" Transportation Management System (TMS) which combine GPS satellite navigation and terrestrial communications technologies to enable public transit authorities to better track, manage and dispatch their vehicles. The system polls bus location of every vehicle in the entire 600 bus fleet every 2 minutes. Two way voice communication shares the same communication channel. The Orbital TMS allows transit dispatchers and supervisors to monitor the operations and to pinpoint the location of a specific bus and respond to an emergency situation, send a repair crew or notify passengers of a delay. This system also provides next stop announcements on a number of routes on all AC Transit buses. A sub-fleet of buses are instrumented with automatic passenger counters. The TMS records on-time performance data for all buses, which is used for planning purposes.
- The NextBus Prediction System: The NextBus system uses GPS position to predict bus arrival time at the intended stops, using historical data on speed and travel time. The predictions are made available on the Web and to wireless devices (including signs at bus stops and internet-capable cell phones and Personal Digital Assistants (PDAs)). Within the I-880 corridor, AC Transit has NextBus service enabled on high ridership routes, but does not currently include any TransBay lines. In May 2007, Nextbus became operational on an additional 25 routes, including some Transbay routes that serve the corridor. Also, NextBus message signs are located at the Alameda/Oakland ferry terminal located in the city of Alameda. Approximately 100 NextBus signs are in operation.
- AC Transit WiFi Service: AC Transit is in the process of implementing a unique customer service on their TransBay buses - WiFi. AC Transit's NetBus concept utilizes a mix of wireless WAN (WWAN) and wireless LAN (WLAN) technologies. The basic idea behind the NetBus service is to take a 3rd Generation mobile modem, which connects to a mobile carrier's cellular infrastructure through an on-board router, and share the connection between users via WiFi- (802.11). In addition to providing wireless Internet access to patrons, there are other uses of the technology for AC Transit. Although not planned as a feature of the initial installation, the Internet connection can also be used by the driver to send and receive information to and from AC Transit's Central Dispatch. If the need arises in the future, combined with GPS technology, telematics information such as mechanical health status and the exact location of the bus could be relayed back to AC Transit for better and more effective fleet management. Currently, the WiFi access has become available on 79 MCI motorcoaches, all of which are chiefly dedicated to Transbay service (Route descriptions are provided in Appendix G).
3.4.3.3 USING COLLECTED DATA TO MAKE OPERATIONAL DECISIONS
AC Transit collects bus operation data, including vehicle movements, running time, schedule adherence, and prediction reports for its entire fleet every 2 minutes using Automatic Vehicle Locators (AVL). The NextBus system also provides scheduling predictions for a number of routes under contract with the vendor. Boarding and alighting passenger data are collected on a number of buses using Automatic Passenger Counter (APC), which are cycled through the bus network to provide stop-level data for all routes annually. The data is owned by AC Transit. Historical data are sometimes shared with other agencies, but there is no shared database. When data is shared, it is usually manually provided.
Two consoles at Central Dispatch have video screens available for viewing both SMART Corridor and NextBus systems along with Caltrans CCTV cameras. CHP incidents, which are mostly collected through its field offices and phone calls from drivers, are depicted as icons on the SMART Corridor website, and supervisors access the incident data by placing the cursor over the pop-up icon. This data can be used to detour buses during major incidents. Currently, the Smart Corridor covers International Blvd/E. 14th from 1st Ave to Bayfair, Hesperian Blvd from E. 14th Street to Union City Blvd and Alvarado Road.
AC Transit has been training dispatchers on how to make best use of the SMART Corridor website. Currently, the Central Dispatch operators take any incident data and broadcast the information over the Orbital TMS system. Dispatchers can also text message incident data field staff and supervisors for follow up. If necessary, due to the severity of the incident, Dispatchers will monitor the freeway and arterial congestion, and reroute vehicles that are deadheading as appropriate.
3.4.3.4 AC TRANSIT OPERATION TACTICS
Bus operation for regular bus routes are schedule based. Rapid buses will apply headway based operation policy aided by signal priority systems. Location of the transit signal priority equipped corridor is illustrated in Figure 3.14 on page 60.
3.4.4 BART
3.4.4.1 BART SERVICE IN I-880 CORRIDOR
Two BART lines serve the I-880 corridor, including the A-Line running from Lake Merritt Station to Fremont Station and the L-Line running between Castro Valley and Dublin/Pleasanton. The BART segment along I-880 is approximately 20 miles with 12 stations (West Oakland, 12th St, 19th St, Lake Merritt, Fruitvale, Coliseum, San Leandro, Bayfair, Hayward, South Hayward, Union City, and Fremont). The BART system is entirely grade-separated, with no interaction with surface traffic.M.
The BART system has a total of 42,390 parking spaces, among which 11,432 parking spaces are located at 10 stations along I-880 corridor. The 12th Street and 19th Street stations in downtown Oakland do not offer parking.
3.4.4.2 BART ITS INFRASTRUCTURE
BART train operations are entirely automated. The Automated Train Control System consists of an Operations and Control Center (OCC), which communicates with all of the train control rooms located in many of the stations. OCC can adjust train operations by making requests in a number of ways; basic operations are the responsibility of the train control room. OCC can adjust station dwell time, and train performance level for example. Trains are located using audio frequency track circuits, and speed commands are sent to trains through the same circuits. Trains have small antenna that send train ID and destination to the wayside, and a similar system is used for precision train berthing.
BART has also developed a communication based train control system that uses the MASH communication system to position trains and to operate train in "moving blocks." The system has yet to be implemented, however. The system has great potential for significantly increasing passenger throughput. The operation data collected by this system has finer resolution than the system BART is currently using.
In addition to train operations, train arrival and system status information is collected from OCC and disseminated on dynamic platform message signs. Information dissemination outside of the BART system is performed manually.
3.4.4.3 USING COLLECTED DATA TO MAKE OPERATIONAL DECISIONS
BART OCC monitors the train movements and power systems in real-time through track circuits and twisted wires at stations, where adjustments to train operations can take place. Route information (through switch positions), signal status and system health information are also collected, as well as passenger origin/destination information.
Due to its segregated nature, the BART system is operated independently from other transit systems. BART operation staff coordinates with AC Transit and other transit agencies when major incidents or system failures occur.
3.4.4.4 BART OPERATION TACTICS
BART adopts classic schedule-based control strategies for passenger rapid rail systems. BART train control center is located in downtown Oakland where dedicated operation, power, emergency response and traveler information staff perform control and monitoring functions. Coordination with Caltrans, AC Transit, the news media and other agencies typically occurs during service disruptions or special event planning, and is conducted manually on an as-needed basis. Strategies are not strictly pre-defined, and are primarily based on professional judgment.
3.4.5 Regional ITS Systems and Services
3.4.5.1 BAY AREA REGIONAL TRAVELER INFORMATION - 511
Traveler information in the San Francisco Bay Area has been readily available through the Bay Area 511 service since December 2002. The service is operated, maintained and updated by the MTC.
511 is a free phone and Web service ("www.511.org) that consolidates Bay Area multimodal transportation information into a one-stop resource. 511 provides up-to-the-minute information on traffic conditions, incidents and driving times, schedule, route and fare information for the Bay Area's public transportation services, instant carpool and vanpool referrals, bicycling information and more. It is available 24 hours a day, 7 days a week.
Public Transportation information features include:
- Transit Agency Information: Transfers to agency operators, routes, schedules, fares, service announcements, lost-and-found and customer service for more than 40 transit providers.
- Transit Trip Planner: 511 TakeTransit™ Trip Planner is an automated Web-based tool which assists in planning Bay Area transit trips. By typing in the starting and ending points, the Trip Planner will return the most efficient routes, including walking maps to and from transit. The Popular Destinations feature offers information on how to travel to famous or familiar Bay Area sites using transit.
- Commuter Incentives: Transfers to an operator who provides information about programs that offer financial incentives for commute alternatives, including the commuter tax benefit program and free services for commuters.
- Airports: Transfers to an operator who provides information about public transportation, ground transportation, and shuttle services for San Francisco, Oakland, San Jose and Sacramento airports.
- Paratransit Agency information: Information for approximately 20 paratransit agencies serving persons with disabilities or the elderly, including shuttle services, public transportation, and customer service.
Traffic information features include:
- Traffic Conditions: 511 Traffic provides information via the Internet about travel on Bay Area freeways and expressways. The traffic page includes 511 Driving Times℠, Bay Area traffic maps, and FasTrak™ information. The traffic maps are interactive and help the user to calculate driving times for their routes. The map also shows traffic alerts, incidents, levels of congestion, special events and construction information from CHP, Caltrans, and other transportation agencies.
- 511 Driving Times℠ : 511 Driving Times℠ provides actual driving times for specific routes based on real-time traffic information.
- Airports: Provides information about traffic conditions, ground transportation and parking rates for San Francisco, Oakland, San Jose, and Sacramento airports. Oakland International Airport also provides, when available, parking-status information.
- FasTrak™ : Transfers to an operator with information on the FasTrak™ Electronic Toll Collection program.
- Carpooling and Vanpooling: The 511 Online Ridematching service can help in finding members for a carpool or vanpool. The service also provides information on starting a carpool and vanpool, the locations of carpool lanes and park-and-ride lots as well as information on incentives for carpoolers and vanpoolers, and rules about diamond/HOV lanes (express lanes on freeways).
- Bicycling: 511's Bicycling Page (bicycling.511.org) serves as a resource for bicycling commuters and recreational cyclists. The site provides useful information, including safety tips, bike maps, tips for taking bikes on transit and across Bay Area bridges, information on local bicycling organizations, and announcements that affect the Bay Area's bicycling community.
3.4.5.2 TRANSLINK®
The TransLink® is a transit fare smart card that can simultaneously keep track of value equivalent to cash, transit passes, and/or ticket books. Currently, TransLink® smart card is used to provide transit fare payment. In the future, this technology could provide a broad range of services beyond transit fares. Future uses could include payment for parking, telephone calls, retail purchases and Internet purchases. Note that TransLink data has a latency period of 24 hours. No real-time information is provided.
3.4.5.3 FREEWAY SERVICE PATROL
The Freeway Service Patrol is a regional service of tow trucks patrolling the Bay Area's most congested freeways during the peak periods, clearing accidents and other incidents, assist motorists in trouble and removing dangerous road debris.
FSP is managed by the Metropolitan Transportation Commission Service Authority for Freeways and Expressways (MTC SAFE) in cooperation with Caltrans and the CHP. Currently, the FSP consists of a fleet of 84 trucks patrolling 450 miles of the Bay Area's freeways. Patrol routes are selected based on several factors, including a high rate of traffic congestion, frequent accidents or stalls, and lack of shoulder space for disabled vehicles. The service is financed with federal, state and local funds, including a $1 annual vehicle registration fee in participating counties.
3.4.5.4 CHP CAD SYSTEM
The California Highway Patrol (CHP) Statewide Computer Aided Dispatch (CAD) System is currently in use with CHP communications centers throughout the state. The system provides automated dispatching and incident management capabilities. Functions include receiving, reporting and archiving information on 911 calls, incident information and resource availability. It can also dispatch emergency response, request alerts, track incident progress, and help coordinate response plans.
Access to CHP CAD is through CHP communication centers and CHP field units, including CHP facilities co-located at the Caltrans TMC. Filtered information from the CHP CAD is also provided to Caltrans, other public agencies, news media and the public. Besides just serving CHP, the CAD also interfaces with a number of other freeway operations systems including the call box answering center, FSP computer, 511, the Caltrans TMC and PeMS.
3.4.6 Information Sharing Capabilities
The concept and operation of an integrated corridor depends heavily on the information sharing abilities among the various networks in the corridor. In this section, the information sharing capabilities of each network are discussed.
3.4.6.1 FREEWAYS
The main software suite used at the Caltrans District 4 TMC is eTMS (Enterprise Transportation Management System), developed by Siemens-Gardner. It collects data from field devices and generates the speed map display, places dynamic icons on the map, supplies real-time data to external systems (such as 511, PeMS, TMC archives), emails detector station data to interested parties, and provides a user interface for ramp meters.
Although the TMC interface supports two-way communications, the implementation at the Caltrans TMC is one-way only. Freeway management data supported by the interface messages include Changeable Message Signs (e.g., message content and status), detector stations (e.g., volume, occupancy and speed), ramp meters (e.g., rate and mode), and incidents (e.g., location, type, status, category, severity, lanes affected, duration).
Detector station data are collected from the field using various data concentrator (DC) computers. Caltrans District 4 is using TOS 2 firmware developed in-house to collect the field data via wireless GPRS modems. Real-time detector station data collected by the TMC is exported to 511 and PeMS using an XML interface. Other agencies can also obtain historical detector data daily by subscribing to an email-based file distribution system.
An example of a sub-regional entity that shares data with the Caltrans D4 TMC is the Silicon Valley ITS partnership (SV-ITS). SV-ITS consists of local agencies in Santa Clara and Southern Alameda County that coordinate key transportation management elements within their jurisdictions. The data exchange network (DEN) is the critical element that makes multi-agency cooperation possible. It consists of a collection of computers linked together to allow for real-time data sharing and exchange between agency control centers. Since each agency has its own unique traffic management system, the DEN translates all data and provides a common interface for all users. The Silicon Valley-ITS DEN is being upgraded to meet the current NTCIP DATEX-ASN standard. This work is being done prior to completion of the concurrent upgrade of the Message Sets for External TMC Communications (MS-ETMCC) standard, which is developing traffic management messages for use with DATEX-ASN. Therefore, although the DEN will use the DATEX-ASN standard protocol, not all of the messages exchanged using that protocol will be standard ones.
3.4.6.2 ARTERIAL NETWORK
East Bay SMART Corridors program has developed and maintains the arterial network system interconnection. Currently, the project participants (Oakland, San Leandro, Alameda County, Union City, AC Transit and Caltrans) are connected through a leased, distributed network. The distributed network utilizes high speed T1 lines that are interconnected via a client-server network configuration, co-located at a managed facility.
All participating agencies share traffic management and incident information through the East Bay SMART Corridors network. The system collects real time information along the project arterials, including CCTV images, traffic monitoring station's volume and speed data, traffic signal coordination data, and incident information. This information is then aggregated, fused and disseminated to all of the agencies. In addition, the CCTV images, congestion information and freeway incident data is published to an internet web site for public access.
The existing traffic signal systems for each of the agencies are interconnected within the network. The host system transmits real-time signal status, including signal coordination plans, cycle lengths, offsets and split information for approximately 65 traffic signals along the project corridor. The information is aggregated, fused and disseminated to other agencies so that all agencies can view signal status in other agencies. However, the agencies cannot change or control the signal control system for other agencies.
In addition, CMA receives 511 data that includes CHP incident information. This information is then shared with all agencies through the ATMS system. The information can also be shared with the public via a web portal. In addition, the 880 SMART Corridor system has an incident management module that can share incident and construction information among the allied public agencies, but not yet with the public.
FIGURE 3.15 SMART Corridors program network architecture Larger View - use back button to return.
(Source: Caltrans)
3.4.6.3 AC TRANSIT
AC Transit has two main infrastructure systems that help manage the transit system: Orbital "Satcom" radio and AVL System; and the NextBus prediction system, provide by an external vendor. At AC Transit's Central Dispatch Center, both dispatchers and supervisors use the Orbital and NextBus systems to monitor the fleet operation. This bus AVL information currently is not shared with other agencies.
The NextBus information has become available at selected AC Transit bus stations, some at multimodal hubs such as the Oakland Ferry station.
AC Transit supervisors have been training dispatchers to arterial traffic information from the SMART Corridor website. Currently, Central Dispatch operators take any incident data and broadcast the information over the Orbital TMS system to bus drivers and if the incident is severe, dispatchers may reroute vehicles that are deadheading as appropriate.
3.4.6.4 BART
BART train control center has two main functions: central train control and power monitoring. There is dedicated intra-network communication allowing operation and maintenance personnel to communicate. The BART communication network is built around the train interlocking system. Currently, the system is not connected with any outside networks.
3.4.7 Summary
Section 3.4 summarizes the existing assets in the individual networks. The following Table 3.7 provides a summary of the information.
| Freeway | Arterials | Bus ServiceAC Transit | Passenger Rail BART | |
|---|---|---|---|---|
| Infrastructure and Maintenance | Dense deployment of ITS infrastructure on freeway, including 83 vehicle detection stations, 25 CCTVs, 5 CMSs, 86 operational ramp meters, 5 HARs, and communication to and from the Traffic Management Center (TMC). CCTVs, CMSs, and HARs are checked by TMC Operators weekly or monthly. Problems are reported to Caltrans electrical maintenance staff. Ramp meters are monitored daily by Caltrans Field Operations. A TOS Equipment Management System (TEMS) is being developed which will improve management of the TOS inventory, and help ensure the reliability and accuracy of the TOS and TMC information. The database will begin to be populated in July 2006. | CCTV and Non-Intrusive Monitoring Stations are installed on the arterials. There are also transit signal priority units (on E. 14th/International) and emergency preemption units installed. Weekly manual inspection of all CCTV and Monitoring Stations units for functionality. A maintenance contractor also provides annual and semi-annual inspection and cleaning for all units. Maintenance contractor will be issued a task order for corrective action. | Two main infrastructure systems: Orbital "Satcom" radio and AVL System; and the Nextbus prediction system. When malfunctions are detected in the Orbital system, on-site personnel diagnose and correct the issues. The Nextbus prediction system is provided under contract with an outside vendor; any malfunction is either handled by on-site personnel, or referred to the vendor. | BART operation is entirely automated by using the Automated Train Control System (see Section 3.1.4 for detail). BART has also developed a communication based train control system that uses MASH communication system to position and operate trains. The system has great potential for significantly increasing passenger throughput and can collected operation data in finer resolution. BART and CCPJA are seeking assistance from telecommunication industry to provide Wi-Fi service onboard (see Section 3.1.4 for detail). |
| Data Collection | Volume, speed, occupancy, travel time, ramp metering rate, HOV volume, and incident clearance time data are collected on I-880. Data are collected using vehicle loop detectors, video, magnetic, microwave, and toll tag readers. Data are owned mostly by Caltrans and exchanged with other agencies through dedicated network. | Volume and speed data are collected on arterials using RTMS data collection units. The data are owned by ACCMA and data exchanges with other networks are carried through a leased T1 line. | Boarding and alighting passenger data, running times, schedule adherence, vehicle location, and prediction reports are collected using Automatic Passenger Counter (APC); Automatic Vehicle Locators (AVL), and Nextbus prediction systems. The data are owned by AC Transit, and currently, historical data are sometimes viewed by other agencies, but there is no real-time communication. | Train movements monitored in real-time through track circuits and twisted wires at stations. Route information (through switch positions), signal status and system health information are collected also. Fare collection information is also collected. |
| Data Archiving | Real-time detector station data are exported to TravInfo and PATH's Performance Monitoring System (PeMS) using an XML interface. | Radar data, i.e. traffic counts and speeds, are archived by 30-second intervals. Transit signal priority usage data will be archived starting Sept 2006. The data are stored on the production server for 6 months. Every month the data that are 7th months back are moved onto a separate archive server on which they are held indefinitely. |
AC Transit's bus fleet is 100% equipped with CAD/AVL equipment. Archiving methodologies are in place to fully support both real-time and post processing requirements. Schedule Adherence "events" are recorded in the long term database (LTDB). Reports requiring post processing, such as monthly schedule adherence reports, are available for a 3 month period and based on the back-up, data is available for up to a year. | Data related the system operation (route, switch positions and signal status), train operation (movements, schedule adherence) and passenger data are extensively archived for both operation and safety reasons. BARTBART's internal website has real-time information available such as the location of all of the trains and fare collection information within the system. |
3.5 Programmed Near-Term Network Improvements
3.5.1 Highways
3.5.1.1 COORDINATED INCIDENT MANAGEMENT SYSTEM
Caltrans TMC allows coordinated incident management for freeways. Currently, freeway management operators use CCTV cameras to judge incident severity and determine impacts to traffic. As traffic diverts off the freeway and onto the arterial system, it is important for every agency impacted by an incident to be aware of the changing traffic patterns and take necessary measures to participate in monitoring and managing the incident through their jurisdiction. Using the components and devices to be implemented along the Corridors, delays along the arterials can be minimized as drivers bypass the incident.
MTC, in association with the California Highway Patrol and Caltrans, have developed Freeway Concept of Operations plan to improve coordination between the three regional agencies and the local agencies. An Incident Management Program has been developed and implemented. The plan for future improvements include the development of an automated and integrated system to collect incident detection data from several agencies and sources, integrate the data to combine multiple reports of a single incident, and concisely report accurate data to all involved agencies.
3.5.1.2 COORDINATION OF SIGNAL & RAMP METERING
An experiment in the coordination of ramp meters with adjacent traffic signals is planned on Route 85 in the city of Cupertino in the next 12 months. A center-to-center communications link is planned between the TMC and the city's traffic signal system. The signal system will receive data concerning the operation of the ramp meter, and can adjust signal timing accordingly. For example, the green time allocated to movements destined for a backed-up on-ramp may be reduced so that more time can be given to movements not impacted by the metered ramp. These ramp meters and adjacent traffic signals are not within the I-880 ICM corridor, however, the knowledge gained and lessons learned will be beneficial for I-880 ICM deployment.
3.5.2 Arterials
In the near-term, the Alameda County CMA SMART Corridors Program has several new projects and improvements in store so motorists and transit riders can make better travel decisions and reduce their commute times. Communication, coordination and cooperation between local operations and regional agencies will also be improved to better manage regional traffic congestion. SMART Intelligent Transportation System (ITS) devices installed along the corridors will be utilized by the partner agencies to achieve these goals. Through these strategies and solutions, local agencies and emergency service providers will know ahead of time whether to divert traffic or close a lane because of an incident or construction. Ultimately, better management means a more seamless traffic flow for drivers traveling from the local arterials to the freeway and across jurisdictions. Some of these improvements will be implemented along with the International-Telegraph Rapid Bus project, which began service in July 2007.
3.5.3 AC Transit
AC Transit plans to expand the Ardenwood Park and Ride lot located on the Fremont-Newark line at Highway 84 and Ardenwood Blvd. This project will expand the lot from 100 spaces to almost 250 spaces, and also include amenities such as waiting areas and landscaping. This park and ride lot serves the San Francisco Line SB and the Union City-Newark-Fremont to Menlo Park-Palo Alto Lines. The Ardenwook Park and Ride facility is under design.
The East Bay Bus Rapid Project will build bus lanes and BRT stations on arterial streets in the cities of Berkeley, Oakland and San Leandro. The intent of the project is to achieve the speed and reliability of rail using lower cost buses. The project will also include specially designed passenger boarding platforms, shelters, NextBus signs and bus priority at traffic signals. The new service will operate primarily on Telegraph Avenue, International Boulevard and East 14th Street. The rapid bus phase of the project has commenced in June 2007. Construction of the full BRT project is scheduled for completion in 2008.
3.5.4 BART
The San Francisco Bay Area Rapid Transit District (BART) has initiated the Earthquake Safety Program to upgrade vulnerable portions of the original BART system to ensure safety for the public and BART employees. Portions of the original system with the highest traffic will be upgraded not only for life safety but also to ensure that they can return to operation shortly after a major earthquake. As part of this program, the BART Administration Building at Lake Merritt will be restored to a safe and stable condition and a new radio site facility will replace BART's existing radio facility at the Administration building
3.6 Current Network-based Institutional Characteristics
The San Francisco Bay Area is an institutionally complex region, with nine counties, 100 cities, and over two dozen public transit agencies. However, the long history of collaboration among the agencies has built a solid foundation for institutional integration for an Integrated Corridor Management system. Caltrans, CHP and MTC have entered into several formal regional freeway management agreements to coordinate efforts on freeway system management. These include establishing the Service Authority for Freeways and Expressways (MTC SAFE), the Memoranda of Understanding (MOU) to establish TravInfo™, the Center-to-Center Program, and a regional Freeway Concept of Operations. The benefits of these regional programs include deployment and operation of the call box program throughout the Bay Area, operation of the Freeway Service Program's fleet of roving tow trucks on the congested portions of the freeway network, and the provision of timely, accurate multimodal information to travelers. These regional programs directly benefit the I-880 ICM Corridor, including existing traffic data collection and data sharing systems, traffic and transit operation centers, and the operation of call boxes and tow trucks.
The I-880 ICM demonstration project will provide an opportunity to revisit previous decisions on operating the corridor, including the opportunity to investigate effective ways of integrating different systems and coordination and collaboration among institutions that operate these systems. An example of the integration issues to be addressed under the ICM program is the evolution from demand rate metering at each interchange to adaptive operation of ramp meters on a corridor basis to maximize person throughput in the peak period and ensure minimal delays for movement of freight in the off-peak periods.
In this section, we first summarize the currently existing institutional agreements among the agencies, followed by detailed description and discussion of each agreement. Opportunities are identified for the improvement of institutional agreements and the further benefits that could be obtained from the agreements.
3.6.1 Summary of Existing Institutional Agreements
| Agreement | Description |
|---|---|
| The Bay Area Partnership; Jan 1992 | The Partnership is a confederation of the top staff of transportation agencies in the region as well as environmental regulatory agencies. The Partnership works by consensus to improve the overall efficiency and operation of the Bay Area's transportation network, including developing strategies for financing transportation improvements. |
| I-880 Ramp Metering; Oct 1996 | MTC, Caltrans, ACCMA and the local cities worked together to develop the Policy on Cooperative Management of the I-880 Corridor. The policy addresses procedures for resolving disagreements and operating parameters for the meters. |
| MTC SAFE; 1988 | The Metropolitan Transportation Commission Service Authority for Freeway and Expressways (MTC SAFE) encompasses two significant motorist aid projects in the Bay Area – the Call Box program and the Freeway Service Patrol program. Both of these programs require on-going partnership with Caltrans and CHP staff. |
| TravInfo™/511; Oct 1998 | TravInfo™ began as an FHWA Field Operational Test from September 1996 to September 1998, and based on the success of that test, was transitioned to ongoing operation through regional funding. |
| Freeway Concept of Operations; July 2002 | MTC, Caltrans and CHP completed the 20-month long Freeway Concept of Operations project in July 2002. The project was conducted under the direction of the Freeway Management Executive Committee. The purpose of the Concept of Operations is to identify inter-agency strategies to effectively manage recurring traffic congestion, incident response, and traveler information on Bay Area freeway. |
| Center-to-Center Program; 2005 | The purpose of the Center-to-Center program is to implement and operate a Center-to-Center System for the exchange of real-time traffic data and video between the Bay Area's four existing SMART Corridors and the Regional Transportation Management Center, where Caltrans, California Highway Patrol and TravInfo® staff are co-located. The MOU is currently being amended to add the East Bay SMART Corridor, which includes the I-880 Corridor. |
| Incident Management Program; 2006 | MTC, CHP and Caltrans completed the Incident Management Strategic Plan in January 2006. The plan identifies a series of high priority strategies that could enhance existing Bay Area incident management strategies. Implementation of the recommended strategies is in progress. |
| JUMP Start | The Bay Area Partnership adopted a list of 16 interagency projects called the "Joint Urban Mobility Program; JUMP Start" for resolving barriers that were delaying the projects. |
| I-880 Ramp Metering; Oct 1996 | MTC, Caltrans, ACCMA and the local cities worked together to develop the Policy on Cooperative Management of the I-880 Corridor. The policy addresses procedures for resolving disagreements and operating parameters for the meters. |
| I-880 Corridor Management MOU; 2002 The MOU was executed by 10 agencies during the summer of 2002. | The agencies were Alameda County CMA, MTC, Caltrans, four cities, two transit agencies and the County of Alameda. The MOU formalizes the commitment of the agencies to cooperatively improve the management and operation of I-880 and the parallel arterials by implementing ITS projects. |
3.6.2 Description of Existing Institutional Agreements
The public agencies involved in operating these facilities have had a long history of cooperative traffic management of the corridor, with numerous successes and several new initiatives underway. In recent years, transportation agencies in the Bay Area have developed various agreements and implemented numerous projects to improve the freeway operations by building on the strengths of the key regional agencies. Table 3.8 is a summary and short description of these existing agreements.
1) TravInfo/511
Providing the Bay Area public with information about travel choices is a key strategy in the continuing challenge to reduce the impact traffic congestion. The 511 Traveler Information Program is the culmination of years of effort by MTC, Caltrans, CHP, transit operators and other partners to provide on-demand, real-time information. TravInfo™ began as an FHWA Field Operational Test from September 1996 to September 1998, and based on the success of that test, was transitioned to ongoing operation through regional funding.
The 511 program offers free traveler information available by telephone via the federally dedicated information number and on a web site at 511.org. Information is organized by mode: traffic, transit, ridesharing and bicycling. TravInfo™ collects real-time transportation data from various sources in the Bay Area, and provides the public with accurate, comprehensive and timely information about traffic congestion, driving times, roadway incidents, construction activity and special events through the 511 traveler information phone number and the 511.org web site. TravInfo™ information is disseminated through other channels, such as local radio stations, traffic reports on television and Web sites run by transportation agencies and private companies. Data for the TravInfo™ system come from MTC, the CHP, Caltrans and other Bay Area transportation agencies.
511 provides several types of information for freeway travelers. 511's Traffic Conditions provides current incidents and average speeds when traffic is moving less than 40 miles per hour. It also provides road closure information from CHP, Caltrans, and other transportation agencies. 511 Driving Times provides point-to-point driving times on routes throughout the Bay Area, based on a combination of probe data, using FasTrak toll transponders, and Caltrans sensors. During 2005, the Bay Area's drive time coverage doubled, with the addition of data from approximately 300 miles of freeway around the Bay Area. 511.org added a link to real time traffic video provided by Caltrans. MTC and Caltrans have also initiated a cooperative program to post travel times to key destinations on changeable message signs located at key decision points along the freeway system.
2) East Bay SMART Corridor
The I-880 SMART Corridor was created by the local agencies in cooperation with Caltrans and MTC, and directed by the I-880 Steering Committee with advice from the I-880 Technical Working Group. The agencies worked together informally for several years to implement and operate the SMART Corridor, which extends from Oakland to Union City, and then formalized the arrangement by adopting an MOU in 2002. In 2002, Alameda County CMA led the effort to consolidate the I-880 and San Pablo SMART Corridors into the East Bay SMART Corridor, and also led the effort to develop the agreement on ownership, operation and management of the SMART corridor in 2003. The I-880 Corridor management was created to provide a multi-modal, integrated system, consisting of the freeway, arterial, transit and emergency management systems. The goal of the I-880 Corridor management was to collect real-time information about the project corridor and to share information between the agencies. The real time information is also provided to the public for better decision making. In addition, the program is implementing a Bus Rapid Transit system along the E. 14th/International Blvd.
3) Regional Freeway Management Agreements
The Bay Area has developed several agreements and implemented numerous projects to improve freeway operations by building on the strengths of the key regional agencies. MTC is the transportation planning, coordinating and financing agency for the nine-county San Francisco Bay Area. Key agreements and projects include the MTC SAFE's call box and freeway service patrol programs, 511/511.org, the Freeway Concept of Operations, the Center-to-Center Program, and the incident management program.
In order to better coordinate work on the various joint initiatives, the three agencies established the Freeway Management Executive Committee (FMEC) in 2000 to jointly coordinate freeway operations. For the first year, the meetings involved MTC's Executive Director, the Director of Caltrans District 4, and the Chief of the CHP's Golden Gate Division, as well as the deputies from each agency that were responsible for freeway operations. The meetings currently involve the deputy from each agency, and occur on the second Friday of the month. The FMEC has been instrumental in developing inter-agency cooperation and consensus on freeway management issues as well as accelerating the deployment of innovative traffic management strategies throughout the region.
4) The Bay Area Partnership
In January 1992, shortly after the passage of ISTEA, The Bay Area Partnership Board convened as a forum to facilitate Bay Area efforts to integrate travel modes and take advantage of the flexibility provided by ISTEA to improve operational efficiency and increase the capacity of existing facilities. The Partnership is a confederation of the top staff of various transportation agencies in the region (MTC, public transit operators, county congestion management agencies, city and county public works departments, ports, Caltrans, U.S. Department of Transportation) as well as environmental protection agencies. The Partnership works by consensus to improve the overall efficiency and operation of the Bay Area's transportation network, including developing strategies for financing transportation improvements. The 32 agencies that initially formed The Partnership did not develop a Memorandum of Understanding or other formal agreements, but rather relied on their shared understanding of the need to work together to ensure that there was sufficient commitment to ensure the success of The Bay Area Partnership.
The Bay Area's numerous natural barriers and rich mix of urban, suburban and rural settings and sub-economies have given birth to a multiplicity of transportation system owners, operators and regulators. This institutional framework ensures that widely varying local needs are met, but also requires that the players work with each other to coordinate services where their systems intersect or overlap. In this complex environment, integration depends on connections that are as much financial, institutional and informational as they are physical - hence the need for a strategic alliance on the scale of The Bay Area Partnership that can focus on the larger picture of how the individual components fit together. One of the initial projects undertaken by The Bay Area Partnership was early deployment of the freeway Traffic Operations System. This included installation and operation of loop detector stations, CCTV cameras, changeable message signs and highway advisory radio, as well as ramp meters, along the length of the I-880 corridor.
5) MTCSAFE
The Metropolitan Transportation Commission Service Authority for Freeway and Expressways (MTC SAFE) encompasses two significant motorist aid projects in the Bay Area – the Call Box program and the Freeway Service Patrol program. The Call Box program, a motorist aid system, is funded through a $1 vehicle registration fee. The FSP program, a roving patrol that assists disabled motorists and removes traffic impediments along Bay Area freeways, is primarily funded through the state highway account. By legislation, SAFE funding for the Call Box program may also be used on other motorist aid projects such as FSP, 511 and freeway traffic operations system equipment. Both of these programs require on-going partnership with Caltrans and CHP staff. Within the I-880 ICM corridor, MTC SAFE operates ninety (90) call boxes and twelve (12) tow trucks that provide coverage along five (5) service routes.
Call Box Program – California Senate Bill 1199, enacted on January 1, 1986 provided the basic foundation for the formation of Service Authorities for Freeways and Expressways, which at the time was the Call Box program. California Senate Bill 592 permitted MTC to serve as the SAFE for all nine Bay Area Counties. California Senate Bill 565 enacted on October 8, 1991, allowed for use of SAFE funds, which are in excess of the amount needed for the motorist aid system of call boxes, to be used for additional motorist aid services or support.
Freeway Service Patrol – California Assembly Bill 3346 enacted on September 28, 1992 established the original enabling legislation for the statewide California FSP program. Since its inception, the program has operated under a general Memorandum of Understanding (MOU) between Caltrans, CHP and MTC SAFE. The most recent MOU was amended on January 1, 2005. Even more recently, Partnership Operating Procedures (February 2006) were developed as a guideline for the FSP Partners on how to handle day-to-day responsibilities.
6) Freeway Concept of Operations
MTC, Caltrans and CHP completed the 20-month long Freeway Concept of Operations project in July 2002 under the direction of the Freeway Management Executive Committee. The purpose of the Concept of Operations is to identify inter-agency strategies to effectively manage recurring traffic congestion, incident response, and traveler information on freeways in the Bay Area.
The final report for this project was an Action Plan to guide and coordinate multi-agency efforts to improve Freeway Operations. The individual actions are grouped into three near-term, high-priority initiatives (Incident Response, Center-to-Center Communications, and Efficient Operations) and two longer-term initiatives (System Sustainability and System Integration). The Center-to Center and Incident Response Initiatives are described below.
7) Center-to-Center Program
The purpose of the Center-to-Center program is to implement and operate a Center-to-Center System for the exchange of real-time traffic data and video between the Bay Area's four existing SMART Corridors and the Regional Transportation Management Center, where Caltrans, California Highway Patrol and TravInfo® staff are co-located. Timely, accurate and reliable data on system performance enables efficient operation and management of those systems, which includes informing travelers about current conditions and travel options. The program includes 1) a Memorandum of Understanding between the participating agencies that defines the policies, procedures and restrictions for data sharing; 2) a fiber-optic Communications Backbone between the systems; and 3) the Interim Center-to-Center System, which is peer-to-peer software that is expected to remain in use for several years until replaced by either a statewide C2C System developed by Caltrans or a multimodal Bay Area system.
The original C2C Memorandum of Understanding was executed in January 2005. It was signed by MTC, Caltrans, and the13 local agencies that are members of three SMART Corridors (Silicon Valley-ITS, SFgo in San Francisco, and the Tri-Valley SMART Corridor. The MOU is currently being amended to add the East Bay SMART Corridor, which includes the I-880 Corridor.
8) Incident Management Program
MTC, CHP and Caltrans completed the Incident Management Strategic Plan in January 2006. The plan identifies a series of high priority strategies that could enhance existing Bay Area incident management strategies. The identified strategies include:
- Interagency Coordination Seminars. Coordination and facilitation of seminars for CHP, Caltrans and local first responders to assess current incident management practices, discuss alternative practices to improve incident clearance and build consensus on enhancements. The objective of the seminars is to promote and encourage interagency cooperation.
- Motorist Information and Education. Improve real-time procedures for disseminating critical incident information to the motoring public. In addition, this recommendation includes the implementation of strategies to educate the public on the "Quick Clearance" legislation.
- Photogrammetry Demonstration Project. Implementation of a pilot project to test the use of new equipment to reduce the time it takes CHP to collect investigative incident data at the scene of a collision, thereby improving incident clearance. This pilot will provide CHP with equipment and training to evaluate the effectiveness of the technology.
- Heavy Duty Towing Incentive for Quick Clearance. Development of a pilot that explores options to the current system of compensation for tow companies from an hourly rate to a flat rate. The proposed objective of this pilot project is to establish incentive payments for tow service providers that safely clear major incidents within an established threshold time.
- Development of a Traffic Incident Management Database. Develop a comprehensive database of major traffic incidents to capture data necessary for evaluating the effectiveness of existing and proposed incident management tools and strategies.
The I-880 corridor was selected as the demonstration site to deploy and evaluate the effectiveness of the recommended incident management strategies. Deployment of these strategies will begin this summer.
9) JUMP Start
At its first meeting, The Bay Area Partnership adopted a list of 16 interagency projects called the "Joint Urban Mobility Program: JUMP Start." The intent was to use The Bay Area Partnership as a forum for resolving barriers that were delaying the 16 projects, thus jump starting their implementation. Four of the 16 JUMP Start projects addressed freeway operations, including Early Implementation of Bay Area Traffic Operations System, Analysis of Freeway Operational Strategies, Develop Tow Truck Patrols on Congested Freeways (which resulted in the Freeway Service Patrols, which are discussed later in this section), and Add Counties to the Freeway Call Box Program (which resulted in Marin and Napa Counties joining MTC Service Authority for Freeways and Expressways).
10) I-880 Ramp Metering
The I-880 Cornerstone Project was the Bay Area's first implementation of ramp metering along an entire corridor. The local agencies expressed several concerns, including the potential for queues from metered on-ramps to extend onto local streets and the potential public concern over the inequity of residents living in the urban core being metered while residents in outlying suburbs received the benefit of a faster freeway trip. MTC, Caltrans, Alameda County CMA and the local cities worked together to develop the Policy on Cooperative Management of the I-880 Corridor. The policy addresses both procedures for resolving disagreements and operating parameters for the meters. Metering rates were set to accommodate existing peak hour volumes, with the intent of dispersing platoons and ensuring no spillover onto local streets, rather than maintaining free-flow speeds on the freeway mainline. The policy was approved by Alameda County CMA and Caltrans in 1995, and presented as an information item to The Bay Area Partnership.
Implementation of ramp metering on I-880 occurred in three phases. The first phase was initiated in October (southbound) and November (northbound) 1996, entailing six interchanges in the center of the corridor. The project was evaluated through a partnership of Caltrans, MTC, City of Hayward and County of Alameda. The second phase was implemented in April 1999 on the northern segment (Lewelling to I-980) and the third phase was implemented in October 1999 on the southern segment (Whipple to Dixon Landing).
11) I-880 Corridor Management MOU
The Alameda County Congestion Management Agency was the lead agency for the Memorandum of Understanding for the I-880 Corridor Management. The MOU was executed by 10 agencies during the summer of 2002. The agencies were Alameda County CMA, MTC, Caltrans, four cities, two transit agencies and the County of Alameda. The MOU formalizes the commitment of the agencies to cooperatively improve the management and operation of I-880 and the parallel arterials by implementing ITS projects. The MOU formally established the I-880 Steering Committee, which consists of elected representatives of the cities and county and staff representatives from AC Transit, Caltrans and MTC, and the I-880 Technical Working Group, which consists of staff from those agencies. The MOU will expire in May 2007, unless the term is modified by the participating agencies.
Both the Steering Committee and I-880 Technical Working Group had been meeting for several years, and had guided the development of the I-880 SMART Corridor. The local agencies in the Technical Working Group had been meeting since 1992, when they came together as the technical advisory committee for MTC's I-880 Corridor Operations Strategic Plan. The MOU states that the Steering Committee is responsible for formulating the policy and institutional issues pertaining to the corridor, approving transportation projects, and updating the members' governing boards on the status of the corridor. The Steering Committee is also charged with providing direction to the Technical Working Group. The Technical Working Group is responsible for providing advice to the Steering Committee.
In 2003, Alameda CMA was the lead agency for the development of an Ownership, Operations and Maintenance Agreement for both the I-880 SMART Corridor and the San Pablo SMART Corridor. The two SMART corridors were combined into the East Bay SMART Corridor. The Agreement reaffirms the commitment of the agencies to cooperatively operate and maintain street and highway improvements and ITS equipment to manage traffic congestion and improve the throughput of people. The agreement defines the roles and responsibilities of the participating agencies for funding operation and maintenance costs, and working together to operate the corridors efficiently. The agreement will continue indefinitely until terminated by the participating agencies, and any agency can withdraw by giving 60 days written notice.
The agreement entailed development of an Operations and Management Manual that established standard operating policies and procedures for day-to-day operations; coordinated signal timing; incident detection, management and response; maintenance schedules, transit and traveler information; and other topics as necessary. The Operations and Management Manual was released in April 2004.
3.6.3 Major Milestones in Institutional Integration
As a result of these inter-agency agreements, successful programs were created and significant number major milestones have been achieved during the past decade. Table 3.9 summarizes these milestones and their benefits.
| Date | Event | Benefit |
|---|---|---|
| 1988 | MTC SAFE created | Funding mechanism for call boxes and FSP |
| 1992 | The Bay Area Partnership established, adopts 16 project JUMP Start Program | JUMP Start includes project for early implementation of freeway Traffic Operations System, which included $13 million I-880 Cornerstone Project |
| 1992 | I-880 Corridor Operations Strategic Plan | Consensus to operate new lanes as HOV lanes, and implement ramp metering |
| 1995 | Policy on Cooperative Management of the I-880 Corridor | Established policy guidelines and operational parameters for initiation of ramp metering |
| Fall 1996 | Initiation of ramp metering on first segment of I-880, using demand rate metering | Before-and-after evaluation didn't show statistically significant benefits, but consensus was that metering improved speeds |
| Oct 1998 | TravInfo™ Field Operational Test completed | Based on success of FOT, TravInfo™ operations continued using regional funds |
| April 1999 | Initiation of ramp metering on northern segment, using demand rate metering | Evaluation found no diversion to local streets; freeway volumes and speed increased except for southbound in PM |
| Oct 1999 | Initiation of ramp metering on southern segment, using demand rate metering | Evaluation found no diversion to local arterials, 1% - 2% increase in freeway volumes and speeds |
| 2000 Establish Freeway Management Executive Committee | Establish Freeway Management Executive Committee | Caltrans, MTC, and CHP executives start holding regular meetings to coordinate management of freeway operations |
| 2002 | I-880 Corridor Management MOU | Formally established 1) commitment to cooperative corridor management, 2) Steering Committee, and 3) Technical Working Group |
| July 2002 | Final Report for Freeway Concept of Operations | Defined joint MTC/CHP/Caltrans action plans, including Center-to-Center and Incident Response initiatives |
| 2003 | Agreement on Ownership, Operations and Management of Alameda County CMA SMART Corridors | Combined I-880 SMART and San Pablo SMART Corridors into East Bay SMART Corridor, reaffirmed commitment to cooperative management and operation |
| April 2004 | East Bay SMART Corridor Operations and Management Manual | Defines standard operating policies and procedures for day to day operations and incident management |
| 2005 | Bay Area Center-to-Center | MOU executed MOU commits parties to peer-to-peer software, shared communication system |
| 2006 | Alameda CMA signs C2C MOU | East Bay SMART Corridor begins process to join C2C Program |
3.6.4 Opportunities for Improved Institutional Integration
The state, regional and local agencies with jurisdiction in the I-880 ICM Corridor have a long and successful history of working together to cooperatively operate and manage the corridor to manage congestion and improve the person throughput in the peak periods. Nevertheless, there are significant opportunities to further improve the operation and management of the corridor.
(a) The ICM Program provides an opportunity to add additional agencies and representatives from the private sector to this cooperative management effort. Specifically, the Port of Oakland, Oakland International Airport, and the goods movement industry that services those facilities are crucial to the economic vitality of the corridor, but do not currently have a direct voice in the decisions on how to operate and manage the corridor. Major businesses along the corridor rely on just-in-time delivery of freight, and can be adversely affected by freeway congestion. Trucks that transport freight containers to and from the port can experience delays both on the freeway and on the access roads, where long queues can develop as trucks wait to clear security. Representatives of these different private sector groups will probably have different opinions and perspectives on corridor operations, just like the various public agencies. The revision of existing interagency forums to add representatives from different parts of the private sector would result in a more thorough understanding of the impact of different operational strategies, and would create the opportunity to fine tune both system operations and travel behavior to the mutual benefit of all involved.
(b) Several major multi-year highway construction projects will begin on the I-880 corridor within the next year. These projects include the complete reconstruction of the 880/92 interchange ($111,000,000), the seismic retrofit of the Fifth Avenue overhead ($108,000,000), and the seismic retrofit of the High Street interchange ($85,000,000). This work will be scattered throughout the corridor and complex construction staging will require occasional closures of the freeway, detouring traffic onto local streets. Completion of these projects is not expected until 2012, well within the timeframe of Stage Three of the ICM demonstration. The ability to test integrated corridor management strategies within the context of ongoing construction closures and detours will be invaluable in determining the accuracy of the modeling effort and the effectiveness of various management strategies. In addition, Caltrans has faced challenges in accomplishing even basic maintenance of the freeway due to limited options for closing lanes and detouring traffic. Enhanced integration of the freeway and local systems would undoubtedly improve this situation.
(c) Although there have been successful multi-agency efforts along the I-880 corridor, no institutional agreements exist that govern the integrated operation of the various corridor facilities or systems and services on a real time or dynamic basis. MTC, Caltrans and ACCMA envisions that ICM can fill the gap and support effective use of existing transportation infrastructure through coordination and sharing resources of different systems for better incident management, first responder, special event coordination. Possible strategies include adaptive operation of the freeway ramp meters, coordination of the metering with arterial signal timing, and dynamic re-routing of buses based on actual traffic conditions.
(d) Emergency preparedness is an activity that has received substantial emphasis in the Bay Area. Recently, while the Bay Area was commemorating the 100-year anniversary of the 1906 earthquake in San Francisco, transportation professionals have been reminded of the likelihood of a major earthquake in the near future and the needs for emergency response strategies. The strategic importance of the Port of Oakland necessitates that preparedness and response plans focus on that facility. Any transportation component of these emergency plans must consider how the I-880 corridor should be operated. The ICM demonstration would be able to take advantage of the numerous preparedness activities and exercises to test a variety of corridor management strategies, all of which will require coordination between multiple agencies and networks.
3.7 Overview of Regional ITS Architecture
3.7.1 Summary of Bay Area ITS Architecture
MTC completed the Regional ITS Architecture and Strategic Plan in October 2004, and the Commission subsequently adopted it through the Transportation 2030 Plan. The Regional ITS Architecture is an integrated part of the San Francisco Bay Area Regional Intelligent Transportation Systems (ITS) Plan, a roadmap for transportation systems integration in the Bay Area over the next 10 years. The architecture is be an important tool used by:
- MTC to better reflect integration opportunities and operational needs into the transportation planning process.
- Operating agencies to recognize and plan for transportation integration opportunities in the region.
- Other organizations and individuals that use the transportation system in the San Francisco Bay Area.
This regional ITS architecture has a time horizon with a particular focus on those systems and interfaces that are likely to be implemented in the next ten years. The architecture covers the broad spectrum of Intelligent Transportation Systems, including Traffic Management, Transit Management, Traveler Information, Emergency Management, and Emergency/Incident Management over this time horizon. The Bay Area Regional ITS Architecture is a living document with changes made based on recommendations of the Regional ITS Architecture Maintenance Committee members. The current update is planned for completion in November 2007.
3.7.2 Intra-network or center-to-field standards deployed
3.7.2.1 FREEWAY
Caltrans District 4 employs a variety of intra-network, center-to-field, and field-to-center protocols and standards as part of its ITS infrastructure. Some of the current interfaces were deployed in the early stages of the ITS development 15+ years ago, such as the Highway Advisory Radio (HAR) and Extinguishable Message Sign (EMS) interfaces while others are currently going through a transition as part of an upgrade project, such as our CCTV interfaces.
Special bandwidth considerations had to be taken into account in the ITS deployment as Caltrans District 4 primarily use leased communication circuits and we do not have a high bandwidth infrastructure. As an example, most of our CCTVs use 128K ISDN circuits for our video and control, but, Caltrans is looking to implement a higher bandwidth solution, such as DSL while upgrading the CCTV system to a more scalable and more easily accessible IP video streaming solution. Similarly, Caltrans has deployed IP addressable wireless GPRS modems to communicate with the Traffic Monitoring Stations and Ramp Meters as part of an earlier upgrade to a more scaleable communications infrastructure.
The District 4 ramp meters and traffic monitoring stations' center-to-field and field-to-center communications are handled via a wireless UDP GPRS network connection and a proprietary Caltrans controller program that utilizes an asynchronous SDLC protocol. We share real-time traffic data with other partner agencies via XML interfaces. The Changeable (Variable) Message Signs communicate via wireless GPRS and POTS using a proprietary SignView 170 controller program. The HAR and EMS elements are controlled using POTS lines and a touch tone DTMF code protocol.
ITS elements along I-880 corridor are listed in the table below. Caltrans District 4 utilizes a variety of proprietary and industry standard protocol interfaces for our ITS infrastructure. The existing CCTV standards consist of NTSC and MJPEG for video and a Cohu/Caltrans proprietary protocol for PTZ. The Bay Area Video Upgrade (BAVU) project, a partnership between Caltrans, the Metropolitan Transportation Commission, and CHP, includes the development of a CCTV prototype IP video streaming solution that utilizes newer technologies based on industry standards such as MPEG4 for video and NTCIP standards for PTZ.
| ITS Element | Type of Intra- Communication Network | Protocol | No. of Field Devices |
|---|---|---|---|
| CCTV | ISDN, DSL, FIBER-SONET | Video: MPEG4, MJPEG, H.261,
PTZ: Serial RS232, Cohu/Caltrans D4 proprietary protocol |
25 |
| Ramp Meters | Wireless - GPRS, UDP | TOS 2.1.1 (Proprietary Caltrans controller program), asynchronous SDLC Protocol | 86 |
| Traffic Monitoring Stations | Wireless - GPRS, UDP | TOS 2.1.1 (Proprietary Caltrans controller program), asynchronous SDLC Protocol | 83 |
| Changeable (Variable) Message Signs | GPRS / POTS | SignView 170 3.1 (Controller Program) | 5 |
| HAR | POTS | DTMF Code Protocol. | 5 |
| EMS | POTS | DTMF Code Protocol. | 10 |
3.7.2.2 ARTERIAL
The East Bay SMART Corridors utilize the TCP/IP protocols for data exchange within the network. Video images are compressed into MPEG-4 format, and transmitted at 74 kbps to the CMA server, where it is disseminated to the public agencies and public via Microsoft Media Player format. The physical layer connection between the agencies is accomplished through leased high speed T1 lines.
Communication with legacy signal systems: The existing system will communicate with 8 different legacy signal systems that are based on 5 different platforms (QuicNet, Aries, Icons, Streetwise, CT-NET). The communications approach in each of these systems is different. In order to avoid funding major upgrades of these legacy systems, legacy system vendors helped determine the format and definition of data already available at the central computers for each of these systems. Simple database queries are being used to receive the necessary information. If required to utilize emerging ITS Standards for these links, major upgrades of the legacy systems will be necessary.
The connection between the local CMS System and the central computer of a legacy system is based on Ethernet, an established Information Technology (IT) standard. This IT Standard is also recognized and available as User Comment Draft within the ITS industry (expected to be balloted and adopted by October 2002). This decision demonstrates efforts to require and implement emerging ITS Standards wherever possible and applicable.
Communication with DMS and Trailblazer Signs: Typically, two methods of communicating with DMS are used: dial-up or direct connect via multi-drop. Currently, only dial-up is being considered at this time. However, there are several viable approaches to develop dial-up implementations, the major ones being 'routable dial-up' or 'non-routable dial-up'. For specification purposes, the following communications protocols are applicable:
(Routable Dial-up communications)
- Data dictionaries:
- 1201 – Global Object Definitions
- 1202 – DMS Object Definitions
- Communications:
- 2103 – PPP 232
- Standards
- 2202 – Ethernet
- 2301 – STMF (SNMP only)
- (Non-Routable Dial-up communications)
- Data dictionaries:
- 1201 – Global Object Definitions
- 1202 – DMS Object Definitions
- Communications:
- 2103 – PPP 232
- Standards
- 2201 – T2 (or Null)
- 2301 – STMF (SNMP only)
3.7.2.3 AC TRANSIT
The Orbital TMS system uses proprietary communication protocols.
3.7.2.4 BART
BART automated train control system uses proprietary communication protocols.
3.7.3 Center-to-Center ITS Standards Deployed
ITS Standards are the foundation of ITS communication, and, as such, are one component of the Bay Area Regional ITS Architecture. They promote coordination between agencies and between project deployments by standardizing information exchange. This standardization can lead to longer technological lifespans by allowing new technology to evolve without making existing devices obsolete. ITS Standards are constantly evolving with the oversight of Standards Development Organizations (SDO) including American National Standards Institute (ANSI) and Institute of Electrical and Electronics Engineers (IEEE), among others. These organizations provide information about the development stages of the standards, including whether the standard has been approved or tested.
The Bay Area Regional ITS Architecture provides information on recommended standards for Center-to-Center communication. The primary recommended standard protocol for the Bay Area is National Transportation Communications for ITS Protocol (NTCIP).The two main NTCIP standards for center-to-center communication in the Bay Area are DATEX and CORBA, with XML as an emerging standard. The newly developed center- to-center communication systems in the San Francisco Bay Area follow the Regional ITS Architecture and other standards available for ITS applications.
3.7.3.1 FREEWAYS
MTC is leading the program to implement a Center-to-Center System between the Regional TMC and the existing SMART Corridors. The Initial Build of the Center-to-Center (C2C) System will implement real-time, peer-to-peer exchange of traffic-related data between the Regional TMC (Caltrans TOS/TMC and TravInfo® TIC), Silicon Valley – Intelligent Transportation System (SV-ITS), and city of San Francisco ITS system (SFgo). The Initial build will implement the exchange of sensor data and incident data, and enable the integration and display of the exchanged data at each of the participating centers. The exchange of real time video between the centers is being addressed by the Bay Area Video Upgrade (BAVU) project, which is a joint project of MTC and Caltrans. BAVU will address both the exchange of video between TMCs through a virtual private network, and the sharing of video image with the public via the internet.
The Initial Build will be based on the NTCIP C2C DATEX protocol, and will be a hybrid of the existing DATEX system in use at the Regional TMC and Silicon Valley ITS. The SFgo TMC will be based on MIST, and will develop a protocol conversion service to translate between the XML/JMS and the NTCIP C2C DATEX protocols. When the East Bay SMART Corridor is integrated into the Bay Area's C2C System, it will also use a XML protocol and a very similar protocol conversion service.
The decision to develop a hybrid DATEX-based, data exchange C2C System for the Bay Area was based on the desire of the participating agencies to have all partner systems communicate over the C2C network without requiring converter applications. As part of previous projects, IBI built a DATEX-based system for the SV-ITS, and PB Farradyne built a DATEX-based system for TravInfo. The hybrid system is intended to resolve all incompatibilities between the DEN and TravInfo® systems, as well as creating a data exchange interface that could be used by future participants in the Bay Area's Interim C2C System.
The C2C Interface Control Document is designed to define the interface that systems will use to communicate with the Interim Bay Area Center to Center System. It is based on the NTCIP C2C DATEX protocol and the TMDD. The documents referenced here are:
- ISO/WD 14827-1 Transport Information and Control Systems - Data Interfaces Between Centres for Transport Information and Control Systems - Part 1: Message Definition Requirements Version 17, dated November 1, 1999.
- ISO/WD 14827-1 Transport Information and Control Systems - Data Interfaces Between Centres for Transport Information and Control Systems - Part 2: Message Part 2: DATEX-ASN Version 20, dated February 8, 2000.
- NTCIP 1102 v01.11 National Transportation Communications for ITS Protocol (NTCIP) Octet Encoding Rules (OER) Base Protocol, dated August 3, 2000.
- National Transportation Communications for ITS Protocol Application Profile for DATEX-ASN (AP-DATEX), dated June 20, 2001.
- STANDARDS FOR TRAFFIC MANAGEMENT CENTER TO CENTER COMMUNICATIONS Volume I Concept of Operations and Requirements - dated December 15, 2003.
- STANDARDS FOR TRAFFIC MANAGEMENT CENTER TO CENTER COMMUNICATIONS Volume II Message Tables and Sequence Diagrams- dated December 15, 2003.
- STANDARDS FOR TRAFFIC MANAGEMENT CENTER TO CENTER COMMUNICATIONS Volume II Companion Annexes – Version 1.5 - dated December 15, 2003.
The C2C System will utilize a fiber optic communication backbone owned by the agencies participating in the C2C Program. The backbone includes fiber strands in the BART right-of-way that are controlled by Caltrans, and connections from the individual SMART Corridor TMCs to the fibers in BART. Silicon Valley-ITS has completed construction of its fiber link, and is in the process of procuring routers and firewalls that meet Caltrans standards. Caltrans revised its standards when it upgraded the bandwidth of its backbone from OC-48 to OC-192. SFgo experienced a fiber break when it was connecting to the BART fibers, but anticipated completing the fiber system and installing the router, firewall and XML C2C software in the next few months.
3.7.3.2 ARTERIAL NETWORK
Currently the data portion of the East Bay SMART Corridor program is exchanged through standard TCP/IP protocols. The data is formatted using the NTCIP Traffic Management Data Dictionary (TMDD) standard. The data is also DATEX ready for exchange to other centers, if needed. Video images are compressed into MPEG-4 format, and transmitted at 74 kbps to the CMA network, where it is disseminated to the public agencies and the public via Microsoft Media Player format. The physical layer connection between the agencies is accomplished through leased high speed T1 lines.
The interconnection with other regional systems such as TravInfo®, and in future other regional ITS projects, is a vital part of the overall project. The Center-to-Center ITS Standard, DATEX-ASN.1, is utilized for ease of integration, ease of interoperability, and ease of expandability.
DATEX-ASN has been designed to be used with another IT/ITS Standard, TCP/UDP/IP, which in turn can be used with a multitude of media-specific data link layer protocols such as Ethernet, RS232, fiber optic protocols, etc. Since we do not want to restrict the use of any communications media, we have limited our specifications to DATEX-ASN.1 (NTCIP 2304/NTCIP 2501) and TCP/UDP/IP (NTCIP 2202).
3.7.3.3 AC Transit
The data communications protocols for the District's CAD/AVL system affected data communications between the in-vehicle systems, the central control center's maintenance facilities, radio microwave equipment and the server and various workstations. These various facilities and functions use industry (SAE) standards for data communications. Those standards are:
1) J1708, 2) RS232 (bus headsigns only), and 3) TCI/IP. In addition, data communications between the AVL equipped vehicle and the central control center is performed by an Orbital system proprietary protocol call intelligent group pooling protocol (IGPP). This IGPP is implemented on the bus and is the back bone of the communications operations between the vehicle and the main system database.
3.7.3.4 BART
BART system was built in the 60s and the communication system was developed based on railway standards at the time. BART is aware of the ITS standards and have an Integrated Computer System Re-architecture (ICSR) plan that defines a future architecture that will be able to accommodate the ITS standard.
3.8 Individual Network and Corridor Problems, Issues and Needs
3.8.1 Freeway System
In the Bay Area, Alameda County has the greatest amount of freeway congestion, with 50,000 vehicle-hours of daily delay. I-880 alone has average daily delays of more than 10,000 vehicle-hours. The corridor has multiple bottleneck locations and a high incident/accident rate.
In order to address the increasing congestion problem, Caltrans is currently conducting a corridor management study for the I-880 corridor. The study builds on Caltrans District 4's corridor analysis efforts to blend long-range planning with near-term operational strategies on 24 corridors in the San Francisco Bay Area. This prior work included a review of possible improvements on the I-880 corridor to prioritize future projects and to incorporate traffic operation strategies into the corridor. The current corridor management study for the I-880 corridor is funded by Caltrans and is being conducted by the California Center for Innovative Transportation (CCIT) of the University of California at Berkeley and a team of consultants. As an important part of this study, micro-simulation models using Paramics for the I-880 corridor have been developed, building on the Alameda County travel demand model. The study is to be completed in the summer of 2006. Extensive research was done with available detection, ramp metering, accident, incident data, and field observations to identify problem areas in the corridor. Intermediate results of the performance evaluation task under this study have already revealed some important findings on recurrent congestion and its potential causes.
Figure 3.10 shows the problem areas along the I-880 freeway (circled in blue), further described in Table 2 which shows potential causes. Recurrent congestion is the result of demand exceeding capacity at several bottlenecks, related to interchange in-flow traffic from other highways (e.g., 238) and on-ramps (e.g., Tennyson). There are locations at the northern end of the corridor with older interchanges not updated to current standards, and closely spaced ramps with weaving problems. This corridor includes freeway-to-freeway junctions at three locations that lead to transbay toll crossings at the Bay Bridge, San Mateo-Hayward Bridge, and Dumbarton Bridge. Operational strategies for the I-880 corridor need to be coordinated with operational strategies for the Bay Area toll bridges, and demand management needs to be integrated with traffic management strategies at the arterials and also with intermodal opportunities. Furthermore, trucks comprise between 4% and 11% of the average annual daily traffic in the corridor. Truck traffic is highest at the junctions in Oakland near the Port of Oakland (26,000 trucks and 11% of total traffic), and trucks comprise about 8 to 9% of total traffic at the junctions of Hegenberger Road (to Oakland Airport), SR-112 in San Leandro and I-238 in Hayward.
Non-recurrent congestion is also a major problem on this corridor. I-880 averages over 10 collisions per day and over 100 incidents per day. The most severe incidents often involve heavy trucks, and consequently the incident response and recovery takes longer than average incident response and recovery time across the state. It is estimated that collisions account for 30 percent of overall corridor delay.
FIGURE 3.16 I-880 bottleneck locations identified through simulation model Larger View - use back button to return.
(Source: Paramics, System Metrics Group)
3.8.2 Arterial System
A parallel study on SMART Corridor conducted by ACCMA has focused on the arterial highways. The study results show that the arterials along the project corridor currently operate at level of service C to E or worse during the peak hours. Due to incidents on the freeway, there are routine diversions to the local arterials that will increase the delay and reduce the levels of service along these arterials. Therefore, coordination of the operation of the network of arterials, ramp metering and the freeway is crucial to optimizing the overall capacity of the system.
3.8.3 AC Transit
AC Transit system operates on several arterial roadway systems along 880 ICM Corridor with the other traffic. The increasing congestion in the region is the major challenge for AC Transit to operate their buses on time. Improving running time is a high priority for AC Transit to meet their goal of an effective and efficient transit system. As indicated in Section 3.4.3.3, AC Transit collects bus operation data, including vehicle movements, running time, schedule adherence reports for its entire fleet every 2 minutes using AVL associated with the Orbital system. Bus predictions on a number of routes are also provided by NextBus systems. Additionally, Automatic Passenger Counters are used to collect ridership and schedule adherence data.
To improve day to day operations, AC Transit is actively engaged in finding efficient ways to use their resources using the cutting edge of transportation technology.
AC Transit has introduced Rapid Bus service along San Pablo Corridor in collaboration with ACCMA. The 72R Rapid Bus line, a first in Alameda and Contra Costa Counties, was launched in the summer of 2003 has been a tremendous success, both in terms of ridership and travel time to destination. NextBus signs are installed at nearly every stop along the line providing bus arrival information. The Transit Signal Priority (TSP) at the intersections helps reduce the intersection delays for AC Transit buses. As a part of East Bay SMART Corridors program, emergency vehicle preemption and transit signal priority equipment is being installed along the East 14th Street/International Boulevard Corridor. Operational strategies of the AC Transit could be coordinated with traffic signal operations on other arterials to have integrated traffic management strategies.
The AC Transit's system is based on pre-determined routes and schedules and the system is not flexible to accommodate dynamic schedules and route decisions based on real-time traffic information. Another operational constraint that AC Transit has to face during incidents is that, the service cannot bypass any bus stops unless it is absolutely necessary due to intending riders that may be waiting for the bus. When it is necessary to bypass any bus stops, other means needs to be adopted to convey the message to the riders. AC Transit utilizes information from ACCMA East Bay SMART Corridors website to obtain real-time traffic information on the arterials to make decisions about the re-routing of buses during an incident. AC Transit has the control over the SMART Corridors' CCTV cameras when needed to have more coverage of the traffic conditions. This information is very useful for the AC Transit supervisors to make decisions about the transit operations during an incident. To improve their route making decisions, real-time traffic information on freeways and control over Caltrans Dist 4 cameras on as needed basis will be useful for AC Transit.
The current Orbital software version that AC Transit is using is many versions behind the current version offered by Orbital TMS. Upgrading the current software and the hardware it uses will be essential for AC Transit to improve the efficiency of fleet operation, and prepare for the integration of other operational systems in the future including real time systems.
3.8.4 BART
BART plays a major role in the mobility along the 880 corridor accommodating huge ridership levels as indicated in Section 3.3.2.4. Any kind of disruption in BART service has a huge impact on the corridor not just the commuters. BART operates on a grade-separated system unlike AC Transit and the traffic congestion does not have direct impact on normal operations. However, real-time traffic information in the corridor will help BART to anticipate the needs during an incident and to plan immediate actions. There is no direct information exchange between MTC's 511 and BART in the current operational scenario. For automated and complex operations like BART system, more information is always helpful to make instantaneous decisions.
Along the 880 corridor, the headway between the BART lines is 5 to 6 minutes. Any simple incident will cause huge backup and takes time to restore back to normal conditions. With the ICM concept, the coordination between different agencies involved and emergency response teams could to be improved to cut down response time.
Most of parking lots at the BART stations along the 880 corridor are full during the weekdays. In the case of emergency where there is a need for a modal shift, BART does not have means to accommodate vehicles at the BART parking lots. In such cases, agreements with agencies who own parking lots in the vicinity of BART station could be considered to accommodate the excess flow.
3.9 Corridor Management Strategies Already Implemented for the I-880 Corridor
The Bay Area Transportation Agencies have already adopted a number of corridor management strategies, namely pre-ICM operation strategies, to improve network efficiency and to mitigate incidents. The highway meltdown incident that recently occurred in the Bay Area tested these strategies at work.
In the early morning hours of April 29, 2007, a tanker fire destroyed two vital freeway connectors in the I-80/580/880 interchange at the north end of the I-880 ICM corridor in Oakland, California. This unfortunate emergency provided the opportunity for the Oakland Pioneer Site Team to apply a variety of strategies:
- 511 Traveler Information System provided pre-trip information to the public for alternate routes and multi-modal transit options. Immediately following the incident, 511 call & web volumes surged and highway traffic volumes decreased.
- In-route dynamic messages signs were activated and 511 phone system "floodgate" announcements were created to promote route shifts between roadways.
- Automated data collection systems provided instantaneous traffic performance information to system operators and to the media.
- Arterial signal timing was manually adjusted to accommodate diverted highway traffic --a function that could be enhanced in the future through remote signal operations.
- Transit agencies modified operations. AC Transit adjusted routes and increased its operational fleet size. BART lengthened trains and deployed parking alternatives for select stations to accommodate increased transit ridership.
Although most of these strategies required manual communication and interventions and are in many ways not yet comprehensive, they have demonstrated potential benefits of ICM strategies. Coordinated network efforts resulted in the successful multi-modal and multi-agency response to the loss of a critical segment of the Bay Area's regional transportation system.
3.10 Gaps
The transportation system operating agencies for the I-880 corridor have realized that gaps exist with respect to the full potential of the existing ITS systems due to the lack of integration of the systems and yet-to-be improved operational coordination among agencies. Higher degrees of integration are needed in order to take full advantage of ITS systems for individual networks and hence to fully utilize the capacity of the transportation infrastructure along the I-880 corridor as a whole. The I-880 ICM stakeholders have identified the following 'gaps':
3.10.1 Insufficient information sharing among different transportation systems:
(G1) Gaps in information sharing: Although transportation management systems (TMS) have been widely deployed in the 880 corridor for many years and transportation facilities in the corridor are highly instrumented with real-time data collection systems, because these systems are all independently built and maintained, the information sharing among systems and the capabilities for system coordination and management systems are rather limited. Information exchange is mostly facilitated through voice and manual means. The insufficient information sharing has affected the efficiency of coordination among agencies and the ability to provide integrated multimodal traveler information for travel decision support. Figure 3.17 shows the information sharing among existing operations along the I-880 corridor.
FIGURE 3.17 INFORMATION SHARING AMONG THE EXISTING OPERATIONS ALONG THE I-880 CORRIDOR Larger View - use back button to return.
GAPS IN TRAVELER INFORMATION FOR INFLUENCING TRAVELERS' DECISIONS AND CHOICES:
(G2) Gap in traveler information: The Bay Area 511 system and individual transportation agencies are currently providing real-time traffic information and transit route and schedule information. Although an advanced trip planner is already available through the Bay Area's 511 system, it cannot directly support choices between modes and networks. Currently, freeway traffic data are being fed into the 511 system, but arterial traffic data are archived at the Alameda CMA. Although AC Transit and BART both have real-time operation information, 511 currently only supports transit trip planning based on schedules.
3.10.2 GAPS IN COLLABORATION AMONG AGENCIES FOR COORDINATED OPERATIONS
(G3) Gap in coordination between freeways and arterial highways: The I-880 freeway and adjacent arterials are operated separately. Specifically, the freeway TMC and arterial traffic control center are two independent control systems. Subsequently, arterial traffic timing is independent from I-880 freeway conditions and ramp metering.
(G4) Gap in coordination between highway and transit operations: AC Transit operation relies on real-time traffic data, but the operations staff must monitor three different systems (AC Transit CAD AVL, 511 and ACCMA website) in order to make operational decisions.
(G5) Gap in coordination between transit systems: There is limited coordination between AC Transit and BART, which has been primarily based on phone calls when incidents or service disruptions occur. There is no operation coordination between AC Transit and the Oakland ferry.
(G6) Gap in coordination between highway and freight operations: There is no coordination between highway operations and the Port of Oakland; therefore truck departures from the Central Valley and Oakland Port are not based on traffic conditions along I-880.
(G7) Gap in coordination for incident response: Currently, incident data is not available to all systems. Responses are not coordinated between different agencies.
3.10.3 GAPS IN COLLABORATION AMONG AGENCIES FOR EVENT PLANNING
(G8) Gaps in coordination for infrastructure construction and maintenance: 511 currently does not have information regarding scheduled maintenance and construction activities for individual networks along the I-880 corridor. Caltrans posts the scheduled maintenance and construction information on the Caltrans website. Each city or transit agency has its own method of reporting this info. Because the information on the web is posted as a planned event, which may be postponed or changed based on real-time conditions, the information may not be 100% accurate.
(G9) Gap in coordination of construction work during emergencies: Currently, the operational agencies along I-880 have limited protocols for emergency management. However, there is no comprehensive guideline for construction work during emergencies.
These gaps have resulted in inefficiencies in collaboration among transportation agencies and have justified the need for an Integrated Corridor Management System.
3.11 The Needs for ICM
The I-880 corridor stakeholders have identified a set of corridor-level needs specific to the I-880 corridor that would be served by a fully-functioning ICMS.
| I. Need for robust information sharing among different transportation systems | (N1) Need for cross-systems information Sharing: Information and data sharing among transportation systems is essential for achieving close coordination and integration among agencies, thereby to achieve balanced transportation service and reduced congestion levels for the I-880 corridor. Developing a consistent and reliable means of sharing information will ensure that the corridor can truly be managed in an interactive and dynamic way. By interactive and dynamic, any transportation agency along the corridor can monitor the condition of all networks along the corridor in real time and can interact with the others to achieve coordinated management of the transportation systems as a whole. This need addresses the gap G1. |
|---|---|
| II. Need for more comprehensive traveler information to influence travelers' decisions and choices | (N2) Need for or a corridor/regional based multimodal traveler information system: To encourage mode shift and route shift, a corridor/regional based multimodal traveler information system that supports pre-trip planning and in-trip route shifts is needed. Travelers on the corridor would benefit greatly from having accurate real-time information on whether other routes or modes along this corridor would be better choices for them. The information will facilitate smart travel decisions and encourage the use of transit systems. This need addresses the gap G2. |
| III. Need for enhanced operational collaboration among agencies | Operational decisions for the corridor are largely done by each mode and network independently. Although there is some coordination, these processes are largely manual and not well integrated. As a result, overall corridor efficiency would be significantly enhanced by instituting true collaboration among all modes and networks. (N3) Needs for coordination between freeway and arterial operations: Coordination between freeway and arterial highways is needed in order to guide vehicles from one system to the other when either unbalanced demands or major incidents occur on one system, causing significant delay. The coordination between the two systems can help to effectively use existing transportation infrastructure and to mitigate congestion. This need addresses the gap G3. |
| (N4) Need for coordination between highway and transit operations: Coordination between transit vehicles and arterial traffic control is needed to allow the buses to have minimum intersection delay. Dispatchers at the AC Transit Operation Control Center can also be benefited by traffic condition data from highways and freeways within the operation area in order to provide best guidance to drivers to avoid large incidents and to achieve on-time performance. This need addresses the gap G4. | |
| (N5) Need for coordination between transit systems: Close coordination between AC Transit, BART and the Oakland Ferry is needed to provide better connection protection for major events and for incident mitigation. Real-time information sharing by ICM will facilitate better collaboration when incidents or service disruptions occur. This need addresses the gap G5. | |
| (N6) Need for coordination between highway and freight operations: Coordination between highway operations and the Port of Oakland can help truck drivers make decisions about their departure time and route between Central Valley truck 'hubs' and the Oakland Port depending on traffic conditions along I-880 and the status of the port operation. Therefore, there is a need for ICM to collect the traffic information and port operation status. This information can then be provided to truck drivers and the Port of Oakland. This coordination will not only help truck drivers to arrive at the port on time, but also reduce unnecessary trips during peak hours when their scheduled loadings have been delayed, which consequently will help to reduce congestion. This need addresses the gap G6. | |
| (N7) Need for Coordination between highway control systems and emergency response: Signal pre-emption infrastructure has been available for major intersections along arterial highways parallel to the I-880 corridor. There is a need for emergency vehicles, including not only fire fighting vehicles but also police and paramedics vehicles to have signal preemption capability for the intersections that are preemption capable. Additionally, it is desirable that 'Best route' information be available for emergency service agencies in order to reduce emergency response time. This need addresses the gap G7. | |
| (N8) Need for coordination for incident response: Major incidents can involve hours-long road closures, hazardous materials spills, extreme weather conditions, and multi-vehicle pile-ups. There is a need for coordination among agencies for incident response in order to timely resolve the incidents and re-open the road. The coordination involves better real-time data for incident detection and information exchange among agencies for collaborative responses. This need addresses the gap G8. | |
| IV. Need for enhanced Event Planning and collaboration among agencies | (N9) Need for coordination for infrastructure construction and maintenance: Because of the large venues along the corridor, a coordinated special event response strategy would greatly enhance travel reliability. There is a need for coordination of event planning among agencies for effectively managing traffic around infrastructure construction and maintenance areas and for publishing accurate information ahead of time to the public regarding the scheduled construction and maintenance in order to facilitate route and mode shifts. This need addresses gap G9. |
| (N10) Need for coordination of construction work during emergencies: The San Francisco Bay Area is particularly exposed to earthquake and fire hazards. There is a great need to develop and implement comprehensive cross-agency guidelines and protocols for transportation agencies to effectively coordinate the post emergency repair and construction. The guidelines and protocols will help to identify the information needs for ICM and coordination of actions to be taken by each transportation agency during and after the emergency event. This need addresses gap G10. |